阅读说明：本技术 滑动接头、机身结构组件及其相关方法 (Slip joint, airframe structure assembly, and related methods ) 是由 安德鲁·J·赫特尔 于 2021-05-08 设计创作，主要内容包括：描述了用于隔离和减轻飞机中的载荷的实例方法和系统,其包括提供在座椅轨道和驾驶舱地板面板之间的滑动接头。滑动接头包括：凸耳,其包括第一端和与第一端相对的第二端,其中第一端适于附接到座椅轨道且第二端包括细长孔；以及U形夹,其包括联接到到凸耳的扁圆形滑块衬套。(Example methods and systems for isolating and mitigating loads in an aircraft are described that include providing a sliding joint between a seat rail and a cockpit floor panel. The sliding joint includes: a lug comprising a first end and a second end opposite the first end, wherein the first end is adapted to be attached to a seat track and the second end comprises an elongated aperture; and a clevis including an oblate slider bushing coupled to the lug.)

1. A slip joint (110) for isolating load transfer between a seat track (130) and a cockpit floor panel (140) of an aircraft (200), comprising:

a lug (112) comprising a first end (113) and a second end (116) opposite the first end (113), wherein the first end (113) is adapted to be attached to the seat track (130) and the second end (116) comprises an elongated aperture (117); and

a clevis (120) including an oblate slider bushing (122) coupled to the lug (112).

2. The slip joint (110) as claimed in claim 1, wherein said elongated aperture (117) of said lug (112) is sized and shaped to receive said oblong slider bushing (122) to slidably secure said clevis (120) to said lug (112), and

optionally, wherein the elongated aperture comprises a rounded end.

3. The slip joint (110) according to claim 1, wherein the first end (113) of the lug (112) comprises an engagement portion (114) to engage the seat track (130).

4. The slip joint (110) of claim 1, wherein the clevis includes a platform at a first end of the clevis and includes a pair of arms extending from the platform,

optionally, wherein the oblong slider bushing extends through the pair of arms,

optionally, wherein the oblate slider bushing comprises an oblate ellipsoid shape, thereby increasing the area of the wear surface of the oblate slider bushing.

5. The slip joint (110) according to claim 1, wherein the platform of the clevis is adapted to be attached to the cockpit floor panel (140).

6. The slip joint (110) according to any one of claims 1 to 5, wherein the elongated aperture (117) is sized and shaped to provide a one-dimensional movement of the oblong slider bushing within the elongated aperture (117) to account for thermal expansion or contraction or bending deformation of the seat tracks and the cockpit floor panel (140) during flight of the aircraft (200), and

optionally, wherein the one-dimensional motion comprises forward and rearward translation of the oblate slider liner within the elongated aperture (117).

7. A fuselage structural assembly comprising:

a seat track (130);

a cockpit floor panel (140); and

a slip joint (110), the slip joint (110) comprising:

a lug (112) defining a first end (113) and a second end (116) opposite the first end (113), wherein the second end includes an elongated aperture (117); and

a clevis including an oblate slider bushing coupled to the lug (112).

8. The airframe structure assembly as recited in claim 7, wherein said first end (113) of said lug (112) is attached to said seat track (130),

optionally, wherein the clevis includes a first end having a platform and includes a pair of arms extending from the platform, the first end of the clevis is attached to the cockpit floor panel (140), and

optionally, wherein the oblong slider bushing is coupled to and extends between the pair of arms, and wherein the oblong slider bushing is received within the elongated aperture (117) of the lug (112).

9. The airframe structure assembly as defined in claim 8, wherein the elongated aperture (117) is sized and shaped to provide movement of the oblong slider bushing (122) within the elongated aperture (117) to account for thermal expansion or contraction or bending deformation of the seat track (130) and the cockpit floor panel (140) during flight of an aircraft (200).

10. The airframe structure assembly as recited in claim 9, wherein said movement comprises movement in only one dimension.

11. The airframe structure assembly as recited in claim 10, wherein said movement comprises forward and rearward translation of said oblong slider bushing (122) within said elongated aperture (117).

12. The airframe structure assembly as defined in any one of claims 7 to 11, wherein the oblate slider bushing (122) comprises an oblate ellipsoidal shape.

13. A method for isolating load transfer between a passenger seat track (130) and a cockpit floor panel (140) of an aircraft (200), the method comprising:

attaching a first end (113) of a lug (112) to the passenger seat track, the lug (112) further comprising a second end (116) having an elongated aperture (117) therethrough;

attaching a first end of a clevis (120) to the cockpit floor panel (140), the first end of the clevis (120) including a platform (124) and a pair of arms (126) extending from the platform (124);

coupling an oblate slider bushing (122) to the pair of arms (126) of the clevis (120); and

receiving the oblong slider bushing (122) within the elongated aperture (117) to secure the clevis (120) to the lug (112).

14. The method of claim 13, further comprising:

-translating the oblong slider bushing (122) within the elongated hole (117) in a forward and backward direction during cruising of the aircraft (200).

Technical Field

The present disclosure relates generally to mitigating load transfer between two floor components of an aircraft, and more particularly to providing a slip joint for isolating thermal loads and bending deformation between a seat track and a cockpit floor panel during cruising of an aircraft.

Background

In modern commercial passenger aircraft, two or more seats are connected to a chassis to form a seat row, and the chassis is in turn securely mounted to one or more underlying longitudinally extending rails. Such seat tracks are connected to a cockpit floor panel that is positioned toward the front end of the aircraft and contains, among other compartments, a lavatory and a cockpit. Typically, there is a vertical step of at least several inches at the transition between the floor containing the seat tracks and the cockpit floor panel.

During cruising of the aircraft, the aircraft movement causes thermal loading of the floor members and bending of the body. Thermal stresses and body bending can build up and be transferred via the joints between the seat tracks and the cockpit floor panel. The thermal and bending loads can often be of sufficient magnitude to cause significant jostling to be transmitted between the two portions of the aircraft. In addition, these loads can cause the joint to wind and fatigue.

There is a need for improved systems and methods that can isolate thermal loads and body bending between aircraft floor panels, such as between passenger seat tracks and cockpit floor panels.

Disclosure of Invention

In one example, a slip joint for isolating load transfer between a seat track and a cockpit floor panel of an aircraft is described. The slip joint includes a lug including a first end and a second end opposite the first end, wherein the first end is adapted to be attached to a seat track and the second end includes an elongated aperture. The slip joint also includes a clevis that includes an oblate slider bushing coupled to the lug.

In another example, an airframe structure assembly is provided. The fuselage structural assembly includes a seat track, a cockpit floor panel, and a slip joint. The sliding joint includes: a lug comprising a first end and a second end opposite the first end, wherein the first end is adapted to be attached to a seat track and the second end comprises an elongated aperture; and a clevis including an oblate slider bushing coupled to the lug.

In another example, a method for isolating load transfer between a passenger seat track and a cockpit floor panel of an aircraft is provided. The method comprises the following steps: attaching a first end of a lug to the seat track, the lug further including a second end having an elongated aperture therethrough; attaching a first end of a clevis to a cockpit floor panel, the first end of the clevis including a platform and a pair of arms extending from the platform; coupling an oblate slider bushing to a pair of arms of a clevis; and receiving the oblong slider bushing within the elongated hole to secure the clevis to the lug.

The features, functions, and advantages that have been discussed can be achieved independently in various examples or may be combined in yet other examples further details of which can be seen with reference to the following description and drawings.

Drawings

The novel features believed characteristic of the illustrative examples are set forth in the appended claims. The illustrative examples, however, as well as a preferred mode of use, further objectives, and descriptions thereof, will best be understood by reference to the following detailed description of an illustrative example of the present disclosure when read in conjunction with the accompanying drawings, wherein:

fig. 1 shows a fuselage structural assembly including a sliding joint between a seat rail and a cockpit floor panel according to an example embodiment.

Fig. 2a shows a perspective view of a slip joint, such as used in the airframe structure assembly of fig. 1, according to an example embodiment.

Fig. 2b shows a side view of the sliding joint of fig. 2a assembled to a cockpit floor panel and a seat track according to an example embodiment.

Fig. 2c shows a cross-sectional view of an oblate slider bushing within a lug of the slip joint of fig. 2b, according to an example embodiment.

Fig. 3 illustrates a series of example slip joints positioned within an aircraft according to an example embodiment.

Fig. 4 shows a perspective and enlarged view of the series of slip joints of fig. 3 according to an example embodiment.

Fig. 5 illustrates a method for isolating load transfer between a seat track and a cockpit floor panel of an aircraft according to an example embodiment.

FIG. 6 illustrates another method for use with the method shown in FIG. 5, according to an example embodiment.

Detailed Description

The disclosed examples will now be described more fully hereinafter with reference to the accompanying drawings, in which some, but not all disclosed examples are shown. Indeed, several different examples may be described and should not be construed as limited to the examples set forth herein. Rather, these examples are described so that this disclosure will be thorough and complete and will fully convey the scope of the disclosure to those skilled in the art.

Examples, methods, and systems for isolating load transfer between a seat track and a cockpit floor panel of an aircraft are described. To this end, a lug positioned within an open channel of the seat rail receives a clevis having an oblate shaped bushing, allowing the bushing to translate forward and rearward within an elongated aperture of the lug. In an example, the clevis has a platform adapted to attach to a cockpit floor panel. The translation of the components of the slip joint assembly prevents thermal and bending load buildup between the seat tracks and the cockpit floor panel during aircraft cruising, while also accommodating complex geometries including a vertical step between the two surfaces.

Furthermore, the oblate shape of the bushing provides an enlarged contact surface area of the bushing within the elongated opening of the lug during translation, which prevents wear of the bushing itself and thus improves the service life of the joint.

As used herein, a seat track may include any passenger seat track that houses one or more seat units of an aircraft. The seat unit and seat track comprise standard equipment used throughout the aerospace industry, wherein the seat track includes a plurality of longitudinally spaced mounting brackets to enable the seat unit to be positioned at various locations along the seat track. The seat track is formed of a rigid material, such as metal (e.g., titanium, etc.), which facilitates its ability to serve as a mounting platform for the seat unit.

As used herein, a cockpit may include an aircraft cockpit in which pilots and crew operate the aircraft and in which various devices and controls are located. The cockpit may also include additional rooms and compartments, such as lavatories, food preparation stations, and storage compartments.

Referring to fig. 1, a fuselage structure assembly 100 according to an example is shown that includes seat tracks 130, a cockpit floor panel 140, and a slip joint 110. The sliding joint 110 is positioned between the seat track 130 and the cockpit floor panel 140. In fig. 1, fuselage structural assemblies are shown within an aircraft 200.

Aircraft 200 may be a commercial aircraft for containing and transporting passengers, wherein passengers sit on seat units 132 mounted to seat tracks 130.

In fig. 1, the cockpit floor panel 140 is shown positioned on a different plane than the seat tracks 130. In the example of fig. 1, the cockpit floor panel 140 lies on a plane that is parallel to and above the plane in which the seat rails 130 lie. In some examples, the cockpit floor panel 140 is located on a plane about 5-10 inches above the seat tracks 130. In some examples, the cockpit floor panel 140 is located about 7 inches above the seat tracks 130.

The slip joint 110 provides the primary structural connection between the seat track 130 and the cockpit floor panel 140. The sliding joint 110 may be covered with a vertical panel or floor beam to form a step between the seat rail 130 and the cockpit floor panel 140. The slip joint 110, which is described in further detail in fig. 2a-c, provides free translation in the forward and rearward directions. Thus, when one or both of the seat tracks 130 and the cockpit floor panel 140 experience bumps or otherwise moves during flight, certain components of the sliding joint also move while not extending that movement to the other floor panel.

Fig. 2a illustrates a perspective view of a slip joint, such as slip joint 110 used in the airframe structure assembly 100 of fig. 1, according to an example embodiment.

The slip joint 110 includes a lug 112 configured to be received within an open channel 133 of a seat track, such as the seat track 130 of fig. 1. A portion of the seat track 130 of fig. 1 is shown in fig. 2 a. The first end 113 of the lug 112 is shown in fig. 2a as including an engagement portion 114 to engage the seat track 130. In fig. 2a, the engagement portion 114 includes a plurality of holes 115 that engage a plurality of bolts therethrough to secure the engagement portion 114 within the seat track 130.

The second end 116 of the lug 112 includes an elongated aperture 117. In the example, the elongated aperture 117 comprises a rounded end 118, both shown in the cross-sectional side view of fig. 2 b. The rounded end 118 accommodates the shape of the oblong slider bushing, allowing the oblong slider bushing to move freely from end to end within the elongated hole 117 without getting caught. The elongated aperture 117 is sized and shaped to provide one-dimensional movement of the bushing therein. This one-dimensional motion accounts for (account for) thermal expansion, contraction, or bending deformation of the seat tracks 130 and the cockpit floor panel 140 during flight of the aircraft 200.

The slip joint 110 also includes a clevis 120. Clevis 120 includes an oblate shaped slider bushing 122. The elongated aperture 117 of the lug 112 is sized and shaped to receive an oblong slider bushing 122 that slidably secures the clevis 120 to the lug 112. The oblong slider bushing 122 is typically made of a strong material that is not prone to rapid wear, for example, a metal such as steel. In some examples, the oblong slider bushing 122 is formed from corrosion resistant steel. In other examples, the oblong slider bushing 122 is formed of titanium.

Because of the contact between the oblong slider bushing 122 and the surfaces defining the elongated aperture 117, the outer surface of the oblong slider bushing 122 is considered a wear surface, and the oblong ellipsoid (sphere) shape comprising the bushing increases the area of the wear surface of the slider bushing 122. The enlarged contact surface area of the bushing within the elongated opening of the lug during translation provided by the oblate ellipsoidal shape thereby prevents wear of the bushing itself, thereby improving joint life. The flat top and bottom surfaces 121 shown in fig. 2c form an enlarged wear surface.

Fig. 2b shows a cross-sectional side view of the slip joint 110 of fig. 1 connected to the seat track 130 and the cockpit floor panel 140 of fig. 1 according to an example embodiment. Clevis 120 includes a platform 124 at a first end of clevis 120 and a pair of arms 126 (one shown in fig. 2 b) extending from platform 124. The oblong slider bushing 122 extends through the pair of arms 126.

As shown in fig. 2b, the platform 124 is adapted to be attached to a cockpit floor panel 140. The platform 124 may be attached directly to the cockpit floor panel or may be attached to a stiffener, such as stiffener 127 shown in fig. 2 b. The stiffener 127 may be a metal or other rigid structure that may otherwise be present behind the vertical floor panel 128 to structurally support the vertical panel 128. The vertical floor panel 128 covers a step or transition gap between the seat track 130 and the cockpit floor panel 140.

Figure 2c illustrates a cross-sectional view of the oblate slider bushing of the slip joint of figure 2b within the elongated hole of the lug, according to an example embodiment. The cross-section is taken along line a-a of fig. 2 b. As previously mentioned, the flat top and bottom surfaces 121, 121 of the slider bushing 122 form an enlarged wear surface, which facilitates extending the life of the bushing. The rounded or rounded sides 123 retain the ellipsoidal shape of the bushing, allowing for smooth translation between the elongated bore ends 118.

During cruising in flight, the accumulation of thermal loads and body bending may take up to half an inch or more. The slip joint 110 described in detail above improves the service life of the joint by allowing the oblong slider bushing to move within the elongated hole due to the size and shape of the elongated hole, thereby accounting for thermal expansion or contraction or bending deformation of the passenger seat tracks and the cockpit floor panel during flight of the aircraft. The motion comprises only one-dimensional motion. Thus, by reducing the build-up of thermal loads and body bending (which causes joint fatigue or binding of the joint during cruising of the aircraft) imposed on the joint, the life of the joint may be extended.

Fig. 3 illustrates a series of example slip joints 110 positioned within an aircraft 200, according to an example embodiment. As shown in fig. 3, a plurality of sliding joints, such as the sliding joint 110 described with reference to fig. 1-2c, may be positioned across a width 170 of an aircraft (such as the aircraft 200 of fig. 1) at a transition between the seat rail 130 and the cockpit floor panel 140.

Fig. 4 illustrates a perspective view and an enlarged view of the series of slip joints 110 of fig. 3, according to an example embodiment. Fig. 4 shows the stiffener 127 and vertical panel 128, clevis 120, and lug 112 of fig. 2 b.

Fig. 5 shows a flow diagram of an example of a method 500 for isolating load transfer between a passenger seat track and a cockpit floor panel of an aircraft according to an example embodiment. The method 500 shown in fig. 5 represents a method that may be used with the airframe structural assembly 100 and/or performed by the airframe structural assembly 100 shown in fig. 1, for example. The method 500 includes one or more operations, functions or actions as illustrated by one or more of blocks 502-508. Although the blocks are shown in a sequential order, the blocks may also be performed in parallel and/or in a different order than described herein. In addition, various blocks may be combined into fewer blocks, divided into additional blocks, and/or removed based on a desired implementation.

It should be understood that for this and other processes and methods disclosed herein, the flow chart illustrates the function and operation of one possible implementation of the present example. Alternative embodiments are included within the scope of the examples of the present disclosure in which functions may be performed in an order different than illustrated or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be reasonably understood by those reasonably skilled in the art.

At block 502, the method 500 includes attaching a first end of a lug to a seat track, the lug further including a second end having an elongated aperture therethrough.

The lugs may be the same or similar to the lugs 112 and the seat track may be similar or the same as the seat track 130 described with reference to fig. 1-2 b. In the example shown in fig. 2a-b, the first end 113 of the lug 112 includes an engagement portion to engage the seat track 130. In an example, the first end 113 is attached to the seat track 130 by inserting the first end 113 into a channel or other opening within the seat track 130. The first end 113 of the lug 112 may then be secured within the seat track 130 by any of a number of fasteners, such as, but not limited to, bolts, screws, and the like. If the seat track 130 includes a geometry that is different from the geometry shown in the example of fig. 1-2b, the first end 113 of the lug 112 may be formed to fit and fit within the geometry.

At block 504, the method 500 includes attaching a first end of a clevis to the cockpit floor panel, the first end of the clevis including the platform 124 and a pair of arms extending from the platform 124. The platform 124 is shown in the example of fig. 2a-b as having a flat surface, which may be attached directly to the cockpit panel or to a component attached to the cockpit panel, such as a vertical floor beam or a stiffener located behind the vertical floor beam, as shown in fig. 2 b.

At block 506, the method 500 includes coupling an oblate slider bushing to a pair of arms of a clevis. The oblong slider bushing may be the same as or similar to the oblong slider bushing 122 of fig. 2 a-c. The oblate slider bushing 122 is shown to include flat top and bottom surfaces 121 and rounded or rounded sides 123.

At block 508, the method 500 includes receiving the oblong slider bushing within the elongated hole to secure the clevis to the lug. The elongated aperture 117 at the second end 116 of the lug 112 includes a rounded end 118 in the example shown in fig. 2a-b to accommodate the shape of the oblong slider bushing, allowing the oblong slider bushing to move from end to end within the elongated aperture 117.

In the example, movement of the cockpit floor panel 140 will move the clevis 120 and associated oblong slider bushing 122 in a fore-aft direction within the elongated aperture 117. And in further examples, movement of the seat track 130 will move the lugs in the fore-aft direction.

Fig. 6 illustrates another method for use with the method 500 illustrated in fig. 5, according to an example implementation. In FIG. 6, at block 510, the method includes translating an oblate slider bushing within an elongated bore in forward and aft directions during cruising of the aircraft. As the aircraft 200 takes off and then continues to fly in the air, one or both of the seat tracks 130 and the cockpit panel 140 may move or pitch. Such movement causes the slider bushing 122 to move in a forward or rearward direction within the elongated aperture 117.

In an example, the translation of the components of the slip joint assembly consistently accommodates complex geometries between the seat track 130 and the cockpit floor panel 140, preventing thermal and bending load buildup between the seat track and the cockpit floor panel during aircraft cruise. The oblate shape of the bushing provides an enlarged contact surface area of the bushing within the elongated opening of the lug during translation, which prevents wear of the bushing itself and thus further improves the service life of the joint.

The description of the different advantageous arrangements has been presented for purposes of illustration and description and is not intended to be exhaustive or limited to the examples in the form disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art. Moreover, different advantageous examples may describe different advantages as compared to other advantageous examples. The choice and description of the selected example or examples are made to explain the principles of the examples, the practical application, and to enable others of ordinary skill in the art to understand the disclosure for various examples with various modifications as are suited to the particular use contemplated.

Clause 1: a slip joint for isolating load transfer between a seat track and a cockpit floor panel of an aircraft, comprising: a lug comprising a first end and a second end opposite the first end, wherein the first end is adapted to be attached to the seat track and the second end comprises an elongated aperture; and a clevis including an oblate slider bushing coupled to the lug.

Clause 2: the slip joint of clause 1, wherein the elongated aperture of the lug is sized and shaped to receive the oblong slider bushing to slidably secure the clevis to the lug.

Clause 3: the slip joint of clause 2, wherein the elongated aperture includes a rounded end.

Clause 4: the slip joint of any of clauses 1-3, wherein the first end of the lug includes an engagement portion to engage the seat track.

Clause 5: the slip joint of any of clauses 1-4, wherein the clevis includes a platform at a first end of the clevis and a pair of arms extending from the platform.

Clause 6: the slip joint of clause 5, wherein the oblong slider bushing extends through the pair of arms.

Clause 7: the slip joint of clause 6, wherein the oblate shaped slip block bushing comprises an oblate ellipsoid shape, thereby increasing the area of the wear surface of the oblate shaped slip block bushing.

Clause 8: the slip joint of any of clauses 1-7, wherein the platform of the clevis is adapted to be attached to the cockpit floor panel.

Clause 9: the slip joint of any of clauses 1-8, wherein the elongated aperture is sized and shaped to provide one-dimensional movement of the oblong slider bushing within the elongated aperture to account for thermal expansion or contraction or bending deformation of the seat track and the cockpit floor panel during flight of the aircraft.

Clause 10: the slip joint of clause 9, wherein the one-dimensional motion comprises forward and rearward translation of the oblate slider bushing within the elongated bore.

Clause 11: a fuselage structural assembly comprising a seat track; a cockpit floor panel; and a slip joint, the slip joint comprising: a lug defining a first end and a second end opposite the first end, wherein the second end includes an elongated aperture; and a clevis including an oblate slider bushing coupled to the lug.

Clause 12: the airframe structure assembly as defined in clause 11, wherein the first end of the lug is attached to the seat track.

Clause 13: the airframe structure assembly as defined in clause 12, wherein the clevis includes a first end having a platform attached to the cockpit floor panel and includes a pair of arms extending from the platform.

Clause 14: the airframe structure assembly as defined in clause 13, wherein the oblong slider bushing is coupled to and extends between the pair of arms, and wherein the oblong slider bushing is received within the elongated aperture of the lug.

Clause 15: the airframe structure assembly as defined in clause 14, wherein the elongated aperture is sized and shaped to provide movement of the oblong slider bushing within the elongated aperture to account for thermal expansion or contraction or bending deformation of the seat track and the cockpit floor panel during flight of the aircraft.

Clause 16: the airframe structure assembly as defined in clause 15, wherein the movement comprises movement in only one dimension.

Clause 17: the airframe structure assembly as defined in clause 16, wherein the movement comprises forward and rearward translation of the oblate slider liner within the elongated aperture.

Clause 18: the airframe structure assembly as defined in any one of clauses 11 to 17, wherein the oblate shaped slider bushing comprises an oblate ellipsoidal shape.

Clause 19: a method of isolating load transfer between a passenger seat track and a cockpit floor panel of an aircraft, the method comprising: attaching a first end of a lug to the passenger seat track, the lug further comprising a second end having an elongated aperture therethrough; attaching a first end of a clevis to the cockpit floor panel, the first end of the clevis including a platform and a pair of arms extending from the platform; coupling an oblate slider bushing to the pair of arms of the clevis; and receiving the oblong slider bushing within the elongated hole to secure the clevis to the lug.

Clause 20: the method of clause 19, further comprising translating the oblate shaped slider bushing within the elongated bore in a forward and rearward direction during cruising of the aircraft.