Goodrich Corporation

Western Gear Corporation

Lucas Western Inc.

Wallace Harold Larson

Brandon David Lee

Ryan Pfau

Zachary Meyer

James R Brown

Brian Landis

Alexander Mitchell Heyd

Wesley Keith Stegmiller

Troy Joseph Herberholz

Lynne M Almvig

Aaron James Roberts

Scott P Harms

Dustin Paul Scheer

Vinodkumar Shivalinga

Mark Lyle Olson

Jonathan L Widmer

Michael David Schuh

Joshua Ryan Meidinger

Michael A Schulz

Gregory Albert Brekken

Stephen J Senger

Narain Jayaprakash

Kruse Otto

Sayooj Adavalath Puthiyaveettil

Ryan J Schafer

Nicholas Thomas Axline

Garreth Kavlie

Justin Wade Smith

Manikandan Mahalingam

Vikramkumar Bogar

Jacob Hatfield

Brendan Groeneweg

Matthew James Richter

Andrew Ray Uden

Rodney Orland Niemeier

Dominic J Todd

Gary S Lane

A power drive unit (PDU) having a magnetic hold brake for use in an aircraft is disclosed herein. The PDU includes a wheel configured to convey cargo through a portion of the aircraft, a motor coupled to the wheel, a brake disk, a solenoid configured to apply a first force to move the brake disk in a first direction to resist rotation of the motor, wherein the solenoid is further configured to apply a second force to move the brake disk in a second direction opposite the first direction to allow the motor to rotate, and a magnet configured to apply a third force to the brake disk, the third force being in the first direction to apply a drag force to the motor.

Solenoid/magnetic hold brake with power off magnet hold function

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 handling system is disclosed. In various embodiments, the cargo handling system includes a first rail defining an upward facing surface and a longitudinal direction and a lateral direction; a platform having a first recessed channel configured to engage an upper portion of the first rail to prevent a movement of the platform in the lateral direction and configured for rolling engagement with the first rail; and a first drive assembly disposed within the platform and configured to propel the platform along the first rail in the longitudinal direction, the first drive assembly having a first drive roller and a first motor.

Powered rail mounted air cargo cart

A restraint assembly includes a fitting base, a bushing, and a restraint roller disk, according to various embodiments. The fitting base includes a fitting lower surface and a fitting upper surface that is angled relative to the fitting lower surface, according to various embodiments. The fitting base may be configured to be coupled, via an anchor, to a rail upper surface of a guide rail of the cargo system. In various embodiments, the bushing is configured to be disposed about the anchor. In various embodiments, the restraint roller disk includes a roller upper surface and a roller lower surface, wherein the restraint roller disk is configured to be rotatably coupled about the bushing and the roller lower surface is configured to engage the fitting upper surface of the fitting base.

Restraint assembly for cargo system

A cargo restraint includes a housing. The cargo restraint further includes an inner pawl and an outer pawl coupled to the housing and configured to rotate between a retracted position and an erected position relative to the housing. The cargo restraint further includes a locking pawl rotatably coupled to at least one of the inner pawl or the outer pawl and configured to rotate between a locked position in which the inner pawl and the outer pawl are locked in the erected position and an unlocked position.

Positive up lock 2-pawl pallet restraint

A cargo handling system is disclosed. In various embodiments, the cargo handling system includes a first rail defining an upward facing surface and a downward facing surface and a longitudinal direction and a lateral direction; a platform configured for rolling engagement with the first rail; and a first tug configured to propel the platform along the first rail in the longitudinal direction, the first tug comprising a power drive unit having a first drive wheel and a guide unit having a first guide wheel.

Powered rail mounted cargo tug and cargo platform

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 roller assembly comprises a first axle having a first inner shaft and a second axle having a second inner shaft. The roller assembly may further comprise a plurality of roller elements between the first inner shaft and the second inner shaft. The roller assembly may further comprise a roller disposed between a first tension strap and a second tensions strap.

Load reactive braking systems and devices

A PDU for use in an aircraft includes a wheel configured to convey cargo through a portion of the aircraft. The PDU further includes an armature rotatably coupled to the wheel. The PDU further includes a brake pad. The PDU further includes a hold solenoid configured to compress the armature against the brake pad by a brake amount in order to apply a hold braking force to the wheel by resisting rotation of the armature. The PDU further includes a release solenoid configured to apply a force to separate the armature from the brake pad in order to allow the armature to rotate. The PDU further includes a magnet configured to compress the armature against the brake pad by a drag amount that is less than the brake amount in order to apply a drag braking force to the wheel by resisting rotation of the armature.

Growing community of inventors

Jamestown, ND, United States of America

Wallace Harold Larson