Goodrich Corporation

Deere + Company

Brandon David Lee

Wallace Harold Larson

Zachary Meyer

Alexander Mitchell Heyd

Michael David Schuh

Lynne M Almvig

Mark Lyle Olson

Michael A Schulz

Aaron James Roberts

Charles Nicholas Warren

Ryan Pfau

Donald Eugene Young

Byron N Manternach

Wen Tsung Lin

William K Rule

Todd W Rea

Nicholas Thomas Axline

Andrew F Rames

Jacob Hatfield

Sungkwon Choi

Daniel J Deboer

Matthew James Richter

A bidirectional latching device for securing a cargo in a vehicle may have a latch catch assembly and a latch head. The latch catch assembly may selectably engage with the latch head. When engaged with the latch head, the latch catch assembly may lock the latch head in position to resist movement and the latch head may secure the cargo in the vehicle. When disengaged from the latch head, the latch catch assembly may release the latch head and the latch head may move to a stowed position. The latch catch assembly may lock the latch head to resist movement in one or more directions of movement. The latch head may be shaped to secure the cargo in the vehicle in at least two directions. Thus, cargo may be secured more efficiently by requiring a reduced number of latch devices because the disclosed latch device is bidirectional.

Bidirectional latch

An anti-rollout assembly may comprise: a housing defining a cavity; a guide/restraint head pivotably coupled to the housing at a first end of the cavity; an overridable trigger pivotably coupled to the housing at a second end of the cavity, the second end opposite the first end; and a locking system operably coupled to the guide/restraint head and the overridable trigger, the locking system configured to bias the guide/restraint head into an upright position, the locking system configured to retract the guide/restraint head into the cavity in response to a first lateral force driving the overridable trigger. The locking system may comprise a drive link and a locking link and be configured to lock the guide/restraint head in a raised state.

Anti-rollout assemblies and systems for cargo handling system

A cargo restraint system may comprise an inner shaft and a first outer tube coaxially configured to rotate about an axis and a first restraint located about the first outer tube and configured to rotate about the axis. A second outer tube coupled to the inner shaft configured to rotate about the axis and a second restraint located about the second outer tube and configured to rotate about the axis. The first restraint and the second restraint may include a head configured to rotate about the axis and a plunger configured to translate between an engaged state and a disengaged state.

Restraint system utilizing co-axial actuation

A cargo restraint system may comprise a restraint and an actuator shaft configured to rotate the restraint between a raised position and a stowed position. The restraint may include a head configured to rotate about an axis and a plunger configured to translate between an engaged state and a disengaged state. When the plunger is in the engaged state, the head is rotationally coupled to the actuator shaft. When the plunger is in the disengaged state, the head can rotate independently of the actuator shaft.

Cargo restraint system with individually retractable restraints

A cargo restraint system includes a restraint including a roller that is passively moveable with respect to the restraint between a protruding position for reducing release loads while the restraint is under side loads from a cargo pallet and a retracted position whereby at least a portion of the side loads bypass the roller and are reacted directly through the restraint body.

Attenuated roller restraint for aircraft cargo loading systems

A cargo restraint system includes a driving shaft, a first restraint, and a second restraint. The first restraint is operatively coupled to the driving shaft via a first indexing mechanism arrangement. The second restraint is operatively coupled to the driving shaft via a second indexing mechanism arrangement. The first and second indexing mechanism arrangements are arranged such that rotation of the driving shaft in a first rotational direction causes the first restraint to rotate between a lowered position and a raised position, and further rotation of the driving shaft in the same rotational direction causes the second restraint to rotate between the lowered position and the raised position. The first restraint may be axially offset from the second restraint to allow sequential loading and unloading of cargo.

Systems and methods for restraining cargo on aircraft loading systems using indexing mechanisms

A double eccentric bushing arrangement comprises a first eccentric bushing comprising a first eccentric aperture, a second eccentric bushing comprising a second eccentric aperture, a fastener, a washer configured to be received around a portion of the second eccentric bushing, and a snap ring configured to be received around a portion of the second eccentric bushing to secure the washer in an installed position. The first eccentric bushing is configured to receive the second eccentric bushing in the first eccentric aperture. The second eccentric bushing is configured to receive the fastener in the second eccentric aperture. The first eccentric bushing is rotatable with respect to the second eccentric bushing to adjust a position of the fastener with respect to an adjacent component to which the fastener is being attached.

Systems and methods for misalignment adjustment utilizing double eccentric bushings

A cargo restraint system includes a driveshaft having a plurality of drive pins and a plurality of first restraints each configured to actuate between a lowered position and a raised position. Each of the plurality of first restraints includes a head to actuate between the lowered position and the raised position, a drive disk rotatably coupled to the head and having a notch to receive a respective drive pin of the plurality of drive pins, and a locking disk to be received by the drive disk in response to the head being in the raised position. The cargo restraint system further includes a handle coupled to the driveshaft and configured to translate the driveshaft and to actuate such that the respective drive pin is received by the notch of the respective first restraint to move the respective first restraint between the lowered position and the raised position.

Under floor stored pallet sequential/independent locking system

A stowable cargo guide may be configured to couple to a roller tray. The stowable cargo guide may comprise a guide block configured to rotate between a stowed position and a raised position. In the stowed position, the guide block may be located below a conveyance plane of the roller tray. In the raised position, the guide block may be located above the conveyance plane of the roller tray.

Stowable cargo guide for cargo roller trays

A suspension system for an operator station of a vehicle having a chassis includes a subframe structure positioned between the operator station and the chassis. The subframe structure includes a plurality of mounting pads configured to support the operator station. A plurality of suspension assemblies are connected between the chassis and the subframe structure near each of the mounting pads. A first lateral rod is connected between the subframe structure near one of the mounting pads and the chassis. A first longitudinal rod is connected between the subframe structure near one of the mounting pads and the chassis. A stabilizer bar is connected between the subframe structure at two locations and the chassis. A roll control bar is connected between the subframe structure at two locations and the chassis.

Operator station suspension system

A restraint assembly includes a lateral restraint comprising a guide face, wherein the lateral restraint is configured to be rotatably coupled to a tray of the cargo system. The restraint assembly also includes a vertical restraint rotatably coupled to the lateral restraint. The restraint assembly is configured to have a stored position and a raised position. In the stored position, both the lateral restraint and the vertical restraint are configured to be disposed within a volume defined by the tray of the cargo system. In the raised position, the vertical restraint and at least the guide face of the lateral restraint are configured to be disposed above the volume defined by the tray of the cargo system such that the restraint assembly provides at least one of longitudinal guidance, lateral restraint, and vertical restraint to cargo.

Restraint assembly for cargo system

A restraint assembly includes a base configured to be mounted to a tray of the cargo system, a lateral restraint, and a vertical restraint. The lateral restraint comprises a guide face and a top edge, wherein the lateral restraint is rotatably coupled to the base, according to various embodiments. The vertical restraint extends from the top edge of the lateral restraint, according to various embodiments. The restraint assembly comprises a stored position and a raised position. In the stored position both the lateral restraint and the vertical restraint are configured to be disposed within a volume defined by the tray of the cargo system. In the raised position the vertical restraint and at least the guide face of the lateral restraint are configured to be disposed above the volume defined by the tray of the cargo system to provide guidance and restraint to cargo.

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Jamestown, ND, United States of America

Brandon David Lee