The present disclosure relates to a pivot system and more particularly to a pivot system allowing for the quick installation of aircraft stowage compartments or similar rotating items.
The statements in this section merely provide background information related to the present disclosure and may not constitute prior art.
Many mobile platforms (such as trains, ships, aircraft and busses) employ stowage compartments in a cabin of the mobile platform to enable stowage of passenger items, such as carry-on baggage. With regard to commercial passenger aircraft, increased baggage stowage demands have required the stowage compartments to increase in size and load capacity. In addition, there is a drive to increase passengers “personal space” (i.e., headroom) in the cabin of the aircraft. The desire for increased “personal space” in the cabin has resulted in higher ceilings and the placement of storage compartments higher in the cabins.
The placement of stowage compartments at a higher position in the cabin can necessitate the use of additional equipment to install the compartments at the necessary height. In addition, in certain cases it may be desirable to remove and replace the stowage compartments. Accordingly, it would be desirable to have a stowage compartment design that provides for easy removal and replacement of the stowage compartments while still allowing for easy access to the stowage compartments by passengers when the stowage compartments are installed in a mobile platform.
A stowage compartment system for a mobile platform is provided. The stowage compartment system includes a unique pivot system that is able to supply electrical current to various components associated with the stowage compartment, and also able to receive electrical signals from components of the stowage compartment, which can be transmitted to other external electrical or electronic components. In one embodiment the pivot system includes a pivot boss having an engagement extension and a race assembly including a socket. The socket of the race assembly receives of the engagement extension to couple the pivot boss to the race assembly. The pivot system may also include at least one conductor coupled to at least one of the pivot boss and race assembly to enable communication between the pivot boss and the race assembly.
In one embodiment, the present disclosure further provides a mobile platform. The mobile platform comprises an interior overhead structure, and at least one compartment rotatably coupled to the interior overhead structure. The compartments are rotatable into an opened position and a closed position. Also included is a pivot system coupled to the interior overhead structure and the compartment to enable the compartment to rotate into the opened position and the closed position. The pivot system includes a pivot boss coupled to the compartment and a race assembly including a socket to couple the pivot boss to the race assembly. The race assembly is coupled to the interior overhead structure. The pivot system also includes at least one electrical conductor coupled to at least one of the pivot boss and race assembly to enable electrical communication between the compartment and the interior overhead structure.
The present disclosure also provides a method for communicating between a first structure and a second structure through a pivot assembly. The method comprises providing a pivot boss including an engagement extension, a race assembly including a race element defining a socket and a central engagement bushing including an engagement chamber for receipt of the engagement extension, and at least one conductor. The method includes coupling the central engagement bushing to the socket. The method also comprises coupling the race assembly to the first structure and coupling the pivot boss to the second structure. The method includes coupling the conductor to at least one of the first structure and the second structure, and coupling the engagement extension to the engagement chamber to enable communication between the first structure and the second structure.
Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.
The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.
The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. Although the following description is related generally to a power-assisted compartment for a mobile platform (such as an aircraft, ship, spacecraft, train or land-based motor vehicle), it will be understood that the power-assisted compartment system, as described and claimed herein, can be used with any appropriate application where it would be useful to have communication and/or power transmitted to a rotatable storage area or storage device. Therefore, it will be understood that the following discussion is not intended to limit the scope of the appended claims to only mobile platforms, since the power-assisted compartment system could just as readily be employed in buildings or other fixed structures.
Referring now to
The present disclosure provides not only a unique and novel approach to rotatable mounting of a stowage compartment, but further provides improvements to the installation and removal of a selected compartment 16 from the interior overhead structure 14. This is accomplished through the use of a unique pivot system or assembly 22 as shown in
Referring specifically to
The central engagement bushing 34 is rotatably engaged to a first race element 38. The first race element 38 includes a fixed race mounting base 39 suitable for fixed mounting to the compartment 16 or alternately the interior overhead structure 14 by way of a plurality of race mounting bores 40. The first race element 38 includes a circular wall 42 extending from the fixed race mounting base 39 and forming a central race socket 44. The central engagement bushing 34 is rotatably secured within the socket 44. This is accomplished by inserting the central engagement bushing 34 into the socket 44 from the right in the drawing of
In order for the engagement extension 28 to be insertable and removable from the engagement chamber 32 when the central engagement bushing 34 is positioned within the socket 44, the circular wall 42 preferably includes an entry gap 56 through which the engagement extension 28 may pass. A pair of angled arm portions 57 cooperatively forms an outwardly flanged entrance guide 58. The guide 58 may be formed as an extension of the circular wall 42 to provide a channel for inserting the engagement extension 28 into the socket 44 and into the engagement chamber 32. As the engagement chamber 32 does not pass entirely through the central engagement bushing 34, the engagement extension 28 is only insertable or removable from a single orientation when the engagement chamber 32 is aligned with the entry gap 56 (referred to as the installation position 60—see
After mounting of the first pivot boss 24 to the interior overhead structure 14 and the fixed race element 38 to the compartment 16, the compartment 16 is raised into the pre-install position 62 positioned directly above the fixed pivot boss 24, and vertically aligned with the engagement extension 28 (see
The present disclosure, thereby, provides a unique pivot assembly 22 that allows assembly of the compartment assembly 12 without the need for tooling or complex assembly procedures. Similarly, the compartment 16 may be removed simply by forcing the stop elements 68 past the compartment opened position 20 (
With reference now to
It should be noted that the pivot boss 24, race element 38a and central engagement bushing 34a can each be composed of a conductive material, such as a conductive polymer, metal, metal alloy or combinations thereof, while the interior overhead structure 14a and compartment 16a are formed of a non-conductive material, such as a non-conductive polymer. In the alternative, the alternative pivot system 22a can be electrically isolated from the interior overhead structure 14a and the compartment 16a. Generally, the pivot boss 24 is coupled to the compartment 16a, the race element 38a is coupled to the interior overhead structure 14a and the central engagement bushing 34a couples the pivot boss 24 to the race element 38a.
As the pivot boss 24 of the alternative pivot system 22a is identical to the pivot boss 24 of the pivot assembly 22, the pivot boss 24 will not be discussed in detail with regard to the alternative pivot system 22a. In addition, as the race element 38a and the central engagement bushing 34a are substantially similar to the race element 38 and the central engagement bushing 34 of the pivot assembly 22, as discussed with regard to
With reference to
The circular wall 42a can be coupled to the second surface 104, for example, or can be integrally formed with the base 39a. The circular wall 42a includes the upper flange 50, an exterior surface 108 and an interior surface 110. The circular wall 42a also defines the opening 46. As the upper flange 50 and opening 46 are substantially similar to the upper flange 50 and opening 46 of the pivot assembly 22 discussed with regard to
The first detent 112 and second detent 114 can each be formed in the interior surface 110 by machining, however, any other technique could be used, and the first detent 112 and second detent 114 could be integrally formed with the interior surface 110. The first detent 112 and second detent 114 are recessed in the interior surface 110 to facilitate engagement of the first detent 112 and second detent 114 with the central engagement bushing 34a, as will be discussed herein. The first detent 112 is generally formed an angular distance D from the second detent 114, where the angular distance D corresponds to the angle of rotation required to move the compartment 16a from the most opened position to the closed position. Thus, the first detent 112 is preferably formed at a point in which the compartment 16a can be removed from the central engagement bushing 34a, and the second detent 114 is preferably formed at a point to prevent the over-rotation of the central engagement bushing 34a after the compartment 16a has reached the closed position, as will be discussed further herein.
The compression slope 116 is generally formed adjacent to the entry gap 56 on the interior surface 110 (
The central engagement bushing 34a includes a body 118 defining an engagement chamber 32a, the gap 36, and a plurality of throughbores 120. The central engagement bushing 34a also includes a first conductive biasing member or conductive spring plunger 122, a second conductive biasing member or conductive spring plunger 124, a non-conductive biasing member or non-conductive spring plunger 126 and a lower bushing flange 52a. As the gap 36 is substantially similar to the gap 36 of the pivot assembly 22 discussed with regard to
The throughbores 120 are defined in the body 118 for receipt of the first, second and third spring plungers 122, 124, 126. The throughbores 120 are preferably threaded to mechanically couple the first, second and third spring plungers 122, 124, 126 to the body 118. A first throughbore 120 is preferably formed or machined such that when the central engagement bushing 34a is coupled to the race element 38a, the first throughbore 120 is aligned with the first detent 112. A second throughbore 120′ is preferably formed or machined in a rear surface 127 of the engagement chamber 32a. A third throughbore 120″ is preferably formed or machined such that the third spring plunger 126 is in communication with the communication system 100 as will be discussed herein.
The first, second and third spring plungers 122, 124, 126 are coupled to the first, second and third throughbores 120, 120′, 120″. The first, second and third spring plungers 122, 124, 126 each generally include a nose 128 protruding from a threaded body 130. The threaded body 130 includes an internal biasing member, such as a spring (not shown), to project the nose 128 outwardly from the threaded body 130 to enable the nose 128 to provide accurate, consistent pressure to the selected component, as will be described herein. The first, second and third spring plungers 122, 124, 126 are generally round-nose spring plungers available commercially from McMaster-Carr of Sante Fe Springs, California.
Each of the first, second and third spring plungers 122, 124, 126 include a locking element, such as a bonded nylon patch (not shown), to prevent vibrations from unthreading the threaded body 130 from the throughbores 120, 120′, 120″ and to thereby ensure the nose 128 applies constant pressure even during the rotation of the compartment. Preferably, the first and second spring plungers 122, 124 are composed of a steel, aluminum or other conductive body material with a conductive nose/ball material. The third spring plunger 126 is preferably composed of a steel or aluminum body material with a nylon ball material. Generally, the third spring plunger 126 has a nose 128 with a moderately wide diameter (not specifically shown). Either end of the threaded body 130 of the first, second and third spring plungers 122, 124, 126 includes a tool slot (not shown) to enable the first, second and third spring plungers 122, 124, 126 to be threaded into the respective throughbores 120, 120′, 120″ with a screwdriver.
The first spring plunger 122 is generally coupled to the first throughbore 120 such that the first spring plunger 122 engages first detent 112 when the central engagement bushing 34a is coupled to the race element 38a. Thus, the first spring plunger 122 can serve to align the central engagement bushing 34a to the race element 38a. The nose 128 of the first spring plunger 122 applies a constant force to the race element 38a to maintain contact between the central engagement bushing 34a and the race element 38a throughout the rotation of the compartment 16a. The first spring plunger 122 can also engage the second detent 114 of the race element 38a in the case where the central engagement bushing 34a over-rotates into the closed position. Thus, generally the first spring plunger 122 follows a path P defined by the angular distance D during the rotation of the compartment 16a.
The second spring plunger 124 is engaged in the second throughbore 120′ such that the nose 128 of the second spring plunger 124 contacts the engagement extension 28 of the pivot boss 24 when the engagement extension 28 is coupled to the engagement chamber 32a. Thus, the nose 128 of the second spring plunger 124 provides constant contact between the central engagement bushing 34a and the engagement extension 28 of the pivot boss to enable constant communication between the central engagement bushing 34a and the pivot boss 24 throughout the rotation of the compartment 16a. In addition, the second spring plunger 124 contacts the compression slope 116 of the circular wall 42a in the case where the central engagement bushing 34a over-rotates into the closed position. The compression slope 116 permits gentle recompression of the second spring plunger 124. The third spring plunger 126 is generally coupled to the third throughbore 120″ such that the nose 128 of the third spring plunger 126 constantly contacts a conductor of the communication system 100 throughout the rotation of the compartment 16a, as will be discussed herein.
The lower bushing flange 52a is generally circular, and includes a slight outward chamfer 54a for engaging the central engagement bushing 34a with the race element 38a. The lower bushing flange 52a also includes a cylindrical protrusion 129 extending from near a center of the lower bushing flange 52a. The protrusion 129 is sized such that the communication system 100 can be coupled between the interior overhead structure 14a and the central engagement bushing 34a without undue interference from the charged central engagement bushing 34a. Thus, the protrusion 129 generally extends a distance D3 (
Referring to
The first and second conductors 132, 134 are each coupled to the surfaces 136, 138 such that the first and second conductors 132, 134 are incidentally connected to the race element 38a and pivot boss 24, respectively, without the use of wire specific hardware or fasteners. The first and second conductors 132, 134 are capable of enabling electrical communication between the interior overhead structure 14a and the compartment 16a, such as the transfer of power and/or data. Typically, the first and second conductors 132, 134 on one end of the compartment 16a provide the positive polarity connection, while the first and second conductors 132, 134 on the opposite end provide the ground connection. In addition, the first and second conductors 132, 134 are capable of providing data transfer over the first and second conductors 132, 134 by utilizing communication over the power-lines technology, as is generally known, but will be discussed briefly herein. The first conductor 132 is in further communication with the controller 137, as will be discussed herein.
Referring to
The controller 137 is in communication with the sensor 135 to provide power to and receive data from the sensor 135. The controller 137 is shown coupled adjacent to the interior overhead structure 14a, but the controller 137 could be coupled to the compartment 16a. The controller 137 provides power and transfers data through the first conductor 132.
Generally, in order for the alternative pivot system 22a to provide power and/or data transfer between the compartment 16a and interior overhead structure 14a through the pivot boss 24 and race assembly or race element 38a and central engagement bushing 34a, the central engagement bushing 34a is coupled to the race element 38a. In order to couple the central engagement bushing 34a to the race element 38a, the first, second and third spring plungers 122, 124, 126 are threaded into the first, second and third throughbores 120, 120′, 120″. Then, the central engagement bushing 34a is slid into the race element 38a such that the first spring plunger 122 enters the first detent 112. This allows the central engagement bushing 34a to be assembled into the race element 38a without the use of special tools.
With the race assembly formed, after the sensor 135, first conductor 132, second conductor 134, and controller 137 are coupled to the interior overhead structure 14a and compartment 16a, the race element 38a and central engagement bushing 34a are coupled to the interior overhead structure 14a through the bores 40 of the race element 38a such that the protrusion 129 is in contact with the interior overhead structure 14a, the nose 128 of the third spring plunger 126 contacts the circular sensory element 140 of the sensor 135, and the conductive tail 142 of the sensor 135 extends through the channel 106 defined in the race element 38a. The race element 38a is also coupled to the interior overhead structure 14a so that the race element 38a is in incidental contact with the first conductor 132. Similarly, the pivot boss 24 is coupled to the compartment 16a such that the pivot boss 24 is in incidental contact with the second conductor 134. The compartment 16a is then coupled to the interior overhead structure 14a as described previously herein.
Once the compartment 16a is coupled to the interior overhead structure 14a, the compartment 16a can be rotated as desired into the opened and closed positions with communication maintained between the interior overhead structure 14a and the compartment 16a through the first spring plunger 122 and second spring plunger 124. As the compartment 16a rotates, the third spring plunger 126 moves along the circular sensory portion 140, and based on the angular position of the third spring plunger 126, the sensor 135 transmits position signals to the controller 137. The controller 137 can receive and transmit signals and/or power through the first conductor 132. The constant communication between the central engagement bushing 34a, race element 38a and pivot boss 24 enables the signal to travel from the first conductor 132 to the second conductor 134 to enable a device coupled to the compartment 16a to perform a desired function. For example, a second sensor S (
It should be noted that various other conductors 134 could be coupled to and in communication with the pivot boss 24 to enable various devices, such as additional sensors, or switches, to be powered through the alternative pivot system 22a. While various embodiments have been described, those skilled in the art will recognize modifications or variations which might be made without departing from the concept disclosed herein. The examples illustrate the disclosure and are not intended to limit it. Therefore, the description and claims should be interpreted liberally with only such limitation as is necessary in view of the pertinent prior art.
This application is a continuation-in-part of U.S. patent application No. 10/905,502 filed on Jan. 5, 2005. The disclosure of the above application is incorporated herein by reference. The present application is related in general subject matter to pending U.S. patent application Ser. No. ______ (Attorney Docket No. 7784-000904), filed concurrently herewith on ______, entitled “System and Method for a Power-Assisted Compartment,” assigned to The Boeing Company, and hereby incorporated by reference in its entirety into the present application. The present application is also related in general subject matter to pending commonly assigned U.S. patent application Ser. No. ______ (Attorney Docket No. 7784-000910), filed concurrently herewith on ______, entitled “System and Method for Electronic Communicative Switch,” hereby incorporated by reference in its entirety into the present application. Further, the present application is related in general subject matter to pending commonly assigned U.S. patent application Ser. No. _______ (Attorney Docket No. 7784-000909), filed concurrently herewith on _______, entitled “System and Method for Stowage Compartment Control,” hereby incorporated by reference in its entirety into the present application. The present application is further related in general subject matter to pending commonly assigned U.S. patent application Ser. No. ______ (Attorney Docket No. 7784-000913), filed concurrently herewith on ______, entitled “System and Method for Stowage Compartment Control,” hereby incorporated by reference in its entirety into the present application. Also, the present application is also related in general subject matter to pending commonly assigned U.S. patent application Ser. No. ______ (Attorney Docket No. 7784-000914), filed concurrently herewith on ______, entitled “System and Method for Stowage Compartment Control,” hereby incorporated by reference in its entirety into the present application. The present application is also related in general subject matter to pending commonly assigned U.S. patent application Ser. No. ______ (Attorney Docket No. 7784-000928), filed concurrently herewith, entitled “System and Method for Electronically Latching Stowage Compartments,” hereby incorporated by reference in its entirety into the present application.
Number | Date | Country | |
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Parent | 10905502 | Jan 2005 | US |
Child | 11510821 | Aug 2006 | US |