阅读说明：本技术 辅助伸缩套管致动器 (Auxiliary telescopic tube actuator ) 是由 K·A·辛森 J·S·张 B·A·劳森 C·M·雅各布斯 于 2021-01-29 设计创作，主要内容包括：本发明涉及辅助伸缩套管致动器。描述了用于部署和收起加油伸缩套管的系统和方法。在某些示例中,部署加油伸缩套管包括：在加油伸缩套管气动控制面被停用的同时利用绞车使加油伸缩套管结构降低；确定满足第一转变条件；切换绞车致动器状态模式；以及启用伸缩套管气动控制面。在其它示例中,收起加油伸缩套管包括：使加油伸缩套管朝着机身飞行；确定满足第二转变条件；切换绞车致动器状态模式；以及利用绞车使加油伸缩套管的加油伸缩套管结构抬起。(The invention relates to an auxiliary telescopic actuator. Systems and methods for deploying and stowing a refueling extension sleeve are described. In some examples, deploying a refueling extension sleeve comprises: when the pneumatic control surface of the refueling telescopic sleeve is stopped, the structure of the refueling telescopic sleeve is reduced by using a winch; determining that a first transition condition is met; switching a winch actuator state mode; and activating the telescopic tube pneumatic control surface. In other examples, stowing the refueling extension sleeve includes: flying the refueling telescopic sleeve towards the fuselage; determining that a second transition condition is satisfied; switching a winch actuator state mode; and lifting the oiling telescopic sleeve structure of the oiling telescopic sleeve by using a winch.)

1. An aircraft, comprising:

refuel the telescopic tube, should refuel the telescopic tube and include:

an oil filling telescopic sleeve structure;

a winch; and

a telescopic pipe pneumatic control surface; and

a controller configured to cause the refueling extension sleeve to perform operations comprising:

lowering the refuelling telescoping tube arrangement with the winch while the telescoping tube pneumatic control surface is deactivated while the winch is in a second actuator state mode;

determining that a first transition condition is met;

switching the drawworks from the second actuator state mode to a first actuator state mode; and

and starting the telescopic pipe pneumatic control surface.

2. The aircraft of claim 1, wherein the operations further comprise:

flying the refueling telescoping sleeve after activating the telescoping sleeve pneumatic control surface.

3. The aircraft of claim 2, wherein flying the refueling extension sleeve comprises switching the winch to a zero actuator state mode.

4. The aircraft of claim 1, wherein the first transition condition comprises:

the telescopic pipe pitch angle is larger than a first threshold angle; and

a drawworks cable velocity less than a first threshold velocity.

5. The aircraft of claim 4, wherein the first transition condition further comprises:

an aircraft dynamic pressure greater than a first threshold dynamic pressure.

6. The aircraft of claim 1, wherein the operations further comprise:

and lifting the refueling telescopic sleeve structure from the retracted position by using the winch.

7. The aircraft of claim 1, wherein the operation is performed while the aircraft is in flight.

8. The aircraft of claim 1, wherein the operations further comprise:

while the winch is in a zero actuator status mode, flying the refueling extension sleeve toward the fuselage of the aircraft;

determining that a second transition condition is satisfied;

switching the drawworks from the zero actuator state mode to a first actuator state mode; and

and lifting the refueling telescopic sleeve structure by using the winch.

9. The aircraft of claim 8, wherein raising the refueling telescoping tube structure comprises switching the winch from the first actuator state mode to a second actuator state mode.

10. The aircraft of claim 8, wherein the second transition condition comprises a telescoping tube pitch angle less than a second threshold angle.

11. The aircraft of claim 10, wherein the first transition condition further comprises:

an aircraft dynamic pressure less than a second threshold dynamic pressure.

12. The aircraft of claim 8, wherein the operations further comprise:

deactivating the telescoping tube pneumatic control surface.

13. A method, comprising the steps of:

when the winch of the refueling telescopic sleeve is in a second actuator state mode, the winch is used for reducing the refueling telescopic sleeve structure of the refueling telescopic sleeve while the telescopic sleeve pneumatic control surface of the refueling telescopic sleeve is deactivated;

determining that a first transition condition is met;

switching the drawworks from the second actuator state mode to a first actuator state mode; and

and starting the telescopic pipe pneumatic control surface.

14. The method of claim 13, further comprising the steps of:

flying the refueling telescoping sleeve after activating the telescoping sleeve pneumatic control surface.

15. The method of claim 13, wherein the first transition condition comprises:

the telescopic pipe pitch angle is larger than a first threshold angle; and

a drawworks cable velocity less than a first threshold velocity.

16. The method of claim 13, further comprising the steps of:

raising the refueling extension sleeve structure from a stowed position using the winch, wherein the refueling extension sleeve structure is raised using the winch in a fourth actuator state mode.

17. A method, comprising the steps of:

flying a refuelling telescope tube towards the fuselage of an aircraft while the winch of the refuelling telescope tube is in a zero actuator state mode;

determining that a second transition condition is satisfied;

switching the drawworks from the zero actuator state mode to a first actuator state mode; and

and lifting the oiling telescopic sleeve structure of the oiling telescopic sleeve by using the winch.

18. The method of claim 17, wherein the step of raising the refueling telescoping sleeve structure comprises switching the winch from the first actuator state mode to a second actuator state mode.

19. The method of claim 17, wherein the second transition condition comprises a telescoping tube pitch angle less than a second threshold angle.

20. The method of claim 17, further comprising the steps of:

and the telescopic sleeve pneumatic control surface of the refueling telescopic sleeve is not used.

Technical Field

The invention relates to an auxiliary telescopic actuator.

Background

Some aerial fuel dispensers utilize aerial fuel bellows to perform fueling. When in the stowed position, the refueling extension sleeve is latched to the fuselage of the aircraft. Typically, when deployment of the refueling extension sleeve is commanded, the extension sleeve aerodynamic control surface of the refueling extension sleeve generates aerodynamic lift to lift the refueling extension sleeve off of the latch. Then, once the refueling extension sleeve is raised, the latch is opened and the refueling extension sleeve is lowered. The telescoping tube pneumatic control surface then provides pneumatic control to fly the refueling telescoping tube off the fuselage. Conversely, when retraction of the refueling extension sleeve is commanded, the extension sleeve pneumatic control surface flies the refueling extension sleeve toward the fuselage, the latch is closed, and the refueling extension sleeve is correspondingly coupled to the fuselage.

Disclosure of Invention

Methods and systems for deploying and stowing a refueling extension sleeve are described. In a particular example, the technique includes: when the winch of the refueling telescopic sleeve is in a second actuator state mode, the winch is used for reducing the refueling telescopic sleeve structure of the refueling telescopic sleeve when the pneumatic control surface of the telescopic sleeve of the refueling telescopic sleeve is deactivated; determining that a first transition condition is met; switching the drawworks from the second actuator state mode to the first actuator state mode; and activating the telescopic tube pneumatic control surface.

In another example, the technique includes: flying the refuelling telescope towards the fuselage of the aircraft while the winch of the refuelling telescope is in a zero actuator state mode; determining that a second transition condition is satisfied; switching the drawworks from a zero actuator state mode to a first actuator state mode; and lifting the oiling telescopic sleeve structure of the oiling telescopic sleeve by using a winch.

Illustrative, non-exclusive examples of inventive features in accordance with the disclosure are described herein. These and other examples are further described below with reference to the figures.

Drawings

The disclosure may best be understood by reference to the following description taken in conjunction with the accompanying drawings that illustrate various examples.

Fig. 1A illustrates a vehicle having a refueling telescoping sleeve according to some examples.

Fig. 1B illustrates a side view of a rear portion of a vehicle having a refueling telescoping sleeve, according to some examples.

FIG. 2A illustrates a representation of various states of a refueling extension sleeve according to some examples.

FIG. 2B is a flow diagram of a technique to determine a state of a refueling extension sleeve according to some examples.

FIG. 3 is a flow diagram of a technique for utilizing a refueling extension sleeve, according to some examples.

FIG. 4 is a flow diagram of another technique for utilizing a refueling extension sleeve, according to some examples.

FIG. 5 illustrates a representation of a transition between a flight zone and a non-flight zone, according to some examples.

Fig. 6A illustrates a flow diagram of an example of an aircraft production and service method according to some examples.

Fig. 6B illustrates a block diagram of an example of a vehicle, according to some examples.

Detailed Description

In the following description, numerous specific details are set forth in order to provide a thorough understanding of the presented concepts. The presented concepts may be practiced without some or all of these specific details. In other instances, well known process operations have not been described in detail in order not to unnecessarily obscure the described concepts. Although some concepts will be described with specific examples, it will be understood that these examples are not intended to be limiting.

Introduction to

Control techniques for refueling telescoping tubes are described herein. In some examples, the refuelling telescopic structure includes a telescopic pneumatic control surface which is deactivated while the winch is in the second actuator state mode. The control technology of the refueling telescopic sleeve comprises the following steps: lowering the refueling extension sleeve structure with the winch while the winch is in the second actuator state mode; determining that a first transition condition is met; switching the drawworks from the second actuator state mode to the first actuator state mode; and enabling the telescoping tube pneumatic control surface after the drawworks is in the first actuator state mode.

In some examples, an airborne fueling aircraft includes an airborne fueling telescopic tube. The aerial refueling extension sleeve is in some examples disposed along the fuselage of the aircraft and stowed by being latched to the fuselage of the aircraft. In such a configuration, when deployment of the refueling extension sleeve is commanded, an extension sleeve aerodynamic control surface (e.g., an extension sleeve elevator) of the refueling extension sleeve generates aerodynamic lift to lift the refueling extension sleeve off the latch. Then, once the refueling extension sleeve is raised, the latch is opened and the refueling extension sleeve is lowered. The telescoping tube pneumatic control surface then provides control to fly the refueling telescoping tube off the fuselage. When the refuel telescoping tube is commanded to retract, the telescoping tube pneumatic control surface causes the refuel telescoping tube to fly toward the fuselage and the refuel telescoping tube is correspondingly latched to the fuselage.

In some examples, single command stow and deploy throughout the entire airborne fueling envelope improves availability and is desirable in certain applications. However, at low airspeeds, the telescoping tube aerodynamic control surfaces do not generate enough aerodynamic lift to lift the telescoping tube up over the latch. In the examples described herein, in this region of the flight envelope, a winch is instead used to lift the telescoping tubes off the latches.

In some such examples, the techniques described herein are used as a retrofit or update to an existing system. Some existing systems include winches that were not originally intended for use in deploying refueling extension sleeves. In some such systems, it is critical that both the drawworks actuator (controlling movement of the drawworks) and the pneumatic actuator (controlling movement of the telescopic pneumatic control surface) not be active at the same time in order to prevent damage to the various components of the system. The techniques described herein allow for coordinated and cooperative efforts between two different actuators (e.g., a winch actuator and an elevator actuator) to allow for single button stow and deploy throughout an airborne fueling envelope.

An example of a vehicle equipped with a refuelling telescope is shown in fig. 1A. Fig. 1A illustrates a vehicle having a refueling telescoping sleeve according to some examples. Fig. 1A shows vehicle 100 as a fixed wing aircraft, but other examples include other structures (e.g., helicopters, variable wing aircraft, short-takeoff and landing aircraft, spacecraft, drones, and other such vehicles).

Vehicle 100 includes a fuselage 120, wings 140, and aircraft propellers 130. Each aircraft propeller 130 is coupled to a respective wing 140. Wings 140 are coupled to fuselage 120. Vehicle 100 also includes a refueling extension sleeve 110 coupled to a portion of fuselage 120 (e.g., rear fuselage 120). Further details of the refueling extension sleeve 110 are shown and described in fig. 1B.

The refueling extension sleeve 110 is controlled by a controller 150. In various examples, the controller 150 includes a memory, a processor, and other logic device components. Controller 150 receives data, performs calculations, and provides outputs (e.g., control commands) to various other portions of vehicle 100. The controller 150 is communicatively coupled to the refueling extension sleeve 110 through a communication network 154. In some examples, communication network 154 is any type of wired and/or wireless network that communicates data and/or power with controller 150. Controller 150 is also coupled to sensors 152 via a communication network 154. Sensors 152 include airspeed, air pressure (e.g., dynamic pressure), altitude, and other such sensors to measure readings associated with the operation of vehicle 100. In certain examples, the sensors 152 further include an additional drawworks cable break monitor configured to determine whether the cable of the drawworks 114 (depicted in fig. 1B) is broken. In various examples, the controller 150 is configured to determine parameters and/or cause various systems to perform the operations described herein.

Example of refueling telescoping tubes

Fig. 1B illustrates a side view of a rear portion of a vehicle having a refueling telescoping sleeve, according to some examples. Fig. 1B shows the refueling extension sleeve 110 coupled to the fuselage 120. In various examples, the refueling extension sleeve 110 is coupled to the fuselage 120 and is latched to the fuselage 120 when in the stowed position. In some examples, the refueling telescoping sleeve 110 is a "flying telescoping sleeve" configuration of an airborne refueling system.

The refueling telescoping tube 110 includes a refueling telescoping tube structure 116, a winch 114 coupled to the refueling telescoping tube structure 116, and a telescoping tube aerodynamic control surface 112 coupled to the refueling telescoping tube structure 116. The refueling telescoping tube arrangement 116 includes a telescoping tube tip 118. Telescoping tube tip 118 is configured to be inserted into a refueling receptacle of an associated aircraft to deliver fuel to the associated aircraft.

In certain examples, the winch 114 is configured to move the refueling telescoping tube structure 116 while the aircraft 100 is on the ground (e.g., landed). The winch 114 includes a cable configured to control movement of the refueling telescoping tube structure 116. In certain examples described herein, the drawworks 114 are configured to operate without the telescoping tube aerodynamic control surfaces 112 generating sufficient aerodynamic lift to be able to lift and/or control the refueling telescoping tube structure 116. Thus, the techniques described herein allow for the use of the winch 114 to deploy and stow the refueling telescoping sleeve 110 under operating conditions where the telescoping sleeve aerodynamic control surface 112 cannot generate sufficient lift or provide sufficient control to deploy or stow the refueling telescoping sleeve 110. In certain examples, the drawworks 114 include a cable break monitor to determine whether the cable of the drawworks 114 is intact.

The operation of the drawworks 114 is controlled partially or fully by drawworks actuators. The winch actuator operates in one of a plurality of different modes. These modes include, for example, a tension mode, a hoist mode, and a blocking mode. In the tension mode, the drawworks actuators are configured to maintain a baseline amount of tension on the cables of the drawworks 114. In the hoist mode, the cable of the winch 114 is operated to hoist (e.g., pull up) the refueling telescoping tube structure 116 toward the fuselage 120. In the hoist mode, the tension applied to the cable of the drawworks 114 is in some cases significantly higher than that applied in the tension mode. In the blocking mode, the refueling extension sleeve 110 is in the storage position (e.g., disposed proximate the underside of the fuselage 120). In the blocking mode, the cable of the drawworks 114 is locked. In various examples, the winch actuator is transitioned between the different modes by operation of the clutch.

The telescoping tube aerodynamic control surface 112 is coupled to a portion of the refueling telescoping tube structure 116. The telescoping tube aerodynamic control surface 112 includes one or more wing structures and/or other aerodynamic features configured to generate lift when the aircraft 100 is flying at high speeds. In some examples, various portions of the telescoping tube aerodynamic control surface 112 are configured to be manipulated (e.g., pivoted) to provide control over the flight characteristics of the refueling telescoping tube structure 116.

The operation of the telescoping tube pneumatic control surface 112 is controlled partially or fully by one or more pneumatic actuators. In some examples, the telescopic tube aerodynamic control surfaces 112 include both elevators and one or more rudders. In such a configuration, the pneumatic actuators include elevator actuators that control elevators and one or more rudder actuators that control one or more rudders.

In various examples, the refueling telescoping sleeve 110 (e.g., the refueling telescoping sleeve structure 116) is configured to rotate within an angular range. Such an angle is referred to herein as a telescoping tube pitch angle 166. The telescoping tube pitch angle 166 is determined from the neutral angle 160, as described herein. In some examples, the neutral angle 160 is parallel or otherwise oriented with a centerline of the fuselage 120. As depicted in fig. 1B, the refueling telescoping tube structure 116 is configured to rotate between an upper angular limit 162 and a lower angular limit 164. In various examples, a rotation of the refueling telescoping tube structure 116 above neutral angle 160 (e.g., toward an upper angle limit 162, such as when in a storage position) is considered a negative angle rotation, while a rotation of the refueling telescoping tube structure 116 below neutral angle 160 (e.g., toward a lower angle limit 164, such as when deployed) is considered a positive angle rotation. As shown in FIG. 1B, the telescoping tube pitch angle 166 is positive when the refueling telescoping tube arrangement 116 is rotated below the neutral angle 160.

Operating state of oil-filling telescopic tube

FIG. 2A illustrates a representation of various states of a refueling extension sleeve according to some examples. In various examples, the refueling extension sleeve 110 is configured to operate in a plurality of different operating state modes. The various operating state modes include operating states of various actuators of the refueling extension sleeve 110. For example, as depicted in fig. 2A, the operating state modes include a zero actuator state mode 206 through a fourth actuator state mode 214. As described herein, the controller 150 is configured to determine the operating state mode.

The zero actuator state mode 206 through the second actuator state mode 210 are part of the active mode group 202. The third actuator state pattern 212 and the fourth actuator state pattern 214 are part of the passive mode group 204. As described herein, the refueling extension sleeve 110 transitions between various actuator state modes depending on other conditions. In some examples, these operating conditions allow for a determination of whether conditions allow the refueling telescoping sleeve 110 to operate in a flight zone or a non-flight zone. The flight and non-flight zones are further described in fig. 5.

FIG. 5 illustrates a representation of a transition between a flight zone and a non-flight zone, according to some examples. FIG. 5 illustrates a flight zone 502, a non-flight zone 504, and transition conditions 506 and 508. Flight zone 502 represents conditions suitable for fueling telescopic sleeve 110 for flight through telescopic sleeve aerodynamic control surface 112. The non-flight zone 504 represents conditions that are not suitable for the refueling telescoping sleeve 110 to fly through the telescoping sleeve aerodynamic control surface 112. Thus, for example, the non-flight zone 504 may be associated with a condition where the telescoping tube aerodynamic control surface 112 lacks sufficient elevator efficiency to enable the refueling telescoping tube 110 to fly (e.g., toward the fuselage 120).

If transition conditions 506 and 508 are met, respectively, a transition between flight zone 502 and non-flight zone 504 is allowed, and vice versa. Various examples include different such conditions. Controller 150 determines whether a condition indicates that aircraft 100 is within flight zone 502, non-flight zone 504, or is about to transition between these two zones.

Transition condition 506 allows refueling telescoping sleeve 110 to transition from flight zone 502 to non-flight zone 504. In some examples, transition conditions 506 include conditions associated with a measured dynamic pressure and/or airspeed, telescoping tube pitch angle 166, and/or a user-issued command. Transition condition 508 allows refueling telescoping sleeve 110 to transition from non-flight zone 504 to flight zone 502. In certain examples, transition conditions 506 include conditions associated with a measured dynamic pressure and/or airspeed, a telescoping tube pitch angle 166, a cable velocity of drawworks 114 (e.g., a speed of movement of a cable of drawworks 114), and/or a command issued by a user.

Thus, for example, transition condition 506 requires a dynamic pressure less than a threshold dynamic pressure and a telescoping tube pitch angle 166 less than a threshold pitch angle, while transition condition 508 requires a dynamic pressure greater than a threshold dynamic pressure, a telescoping tube pitch angle 166 greater than a threshold pitch angle, and a cable velocity less than a threshold cable velocity (e.g., indicating a cable tension less than a threshold tension). These threshold dynamic pressures and threshold pitch angles are application specific (e.g., different based on the platform such as the refueling extension sleeve and/or aircraft used), and in some cases, differ between transition condition 506 and transition condition 508.

The dynamic pressure is determined by one or more pressure sensors of the aircraft 100. The refueling telescoping sleeve 110 includes one or more sensors to determine telescoping sleeve pitch angle 166 and/or cable velocity. Other examples of aircraft 100 include other sensors to determine other parameters associated with the flight zone and the non-flight zone.

In some examples, for transition conditions 506 and 508, the threshold dynamic pressure is in a slower or slowest portion of the flight envelope in some examples, and the threshold pitch angle is above the air-fueling envelope in some examples. For transition condition 506, the user command includes a command to retract the refueling extension sleeve 110. In various examples, transition conditions 506 and 508 include different absolute value ranges or different ranges. In some examples, the user command includes a command to deploy the fuel filling extension sleeve 110.

Referring back to FIG. 2A, the zero actuator state mode 206 is a state in which the refueling extension sleeve 110 is flying. Thus, in the zero actuator state mode 206, the telescopic tube aerodynamic control surface 112 is active and provides lift for controlling the refueling telescopic tube 110. The pitch axis of the refueling extension sleeve 110 is controlled by an elevator actuator, while the roll axis of the refueling extension sleeve 110 is controlled by one or more rudder actuators. In the zero actuator state mode 206, the drawworks actuators are in tension mode.

The refueling extension sleeve 110 is allowed to enter the zero actuator state mode 206 (e.g., from the first actuator state mode 208) if it is determined that the following conditions are met: 1) the refueling extension sleeve 110 is within the flight zone 502, 2) the winch actuator is in tension mode, 3) the cable break monitor indicates the winch cable is intact, and/or 4) a command is issued to the refueling extension sleeve 110 to fly.

The first actuator state mode 208 is a state in which the refueling extension sleeve 110 transitions between the zero actuator state mode 206 and the second actuator state mode 210. In various examples, the first actuator state mode 208 is a handshake state that interfaces pitch control between the drawworks and the pneumatic actuators (e.g., when transitioning between the zero actuator state mode 206 and the second actuator state mode 210). Thus, in certain examples, while in the first actuator state mode 208, the clutches of the drawworks 114 are operated to allow a transition from the second actuator state mode 210 to the zero actuator state mode 206, and vice versa. Operation of the clutch allows the drawworks 114 to transition between modes (e.g., transition between tension, hoist, and/or blocking modes). In some examples, the modes operate at different levels of cable tension and/or cable speed, and operation of the clutch is required in order to provide the appropriate transmission and/or torque required for operation in these modes.

In the first actuator state mode 208, the telescoping tube pneumatic control surface 112 is inactive and the drawworks 114 is in tension mode. The pitch and roll axes of the refueling extension sleeve 110 are controlled by damping trail behavior, rather than by one or more of an elevator actuator, one or more rudder actuators, or a winch actuator.

The refueling extension sleeve 110 is allowed to enter the first actuator state mode 208 from the zero actuator state mode 206 if the following conditions are met: 1) the refueling telescopic 110 is in the non-flight zone 504, 2) no command is issued that the telescopic aerodynamic control surface 112 is active (e.g., the refueling telescopic 110 is flying), and/or 3) the cable break monitor indicates that the winch cable is intact. Further, the refueling extension sleeve 110 is allowed to enter the first actuator state mode 208 from the second actuator state mode 210 if the following conditions are met: 1) the refueling telescoping sleeve 110 is within the flight zone 502, 2) no command is issued to retract the refueling telescoping sleeve 110 or to close the latch to retract the refueling telescoping sleeve 110, and/or the cable break monitor indicates the winch cable is intact. If a command is issued to transition from the passive mode group 204 to the active mode group 202, the refueling extension sleeve 110 is allowed to enter the first actuator state mode 208 from the passive mode group 204.

In the second actuator state mode 210, the telescoping tube pneumatic control surface 112 is inactive and the drawworks 114 is in a hoist mode. The pitch axis of the refueling extension sleeve 110 is controlled by the winch actuator, while the roll axis of the refueling extension sleeve 110 is controlled (e.g., not actively controlled) by the damped wake behavior of the refueling extension sleeve 110.

The refueling extension sleeve 110 is allowed to enter the second actuator state mode 210 from the first actuator state mode 208 if the following conditions are met: 1) the refueling extension sleeve 110 is within the flight zone 502, 2) the elevator actuator indicates that it is not active, and/or 3) a command is issued that the drawworks 114 is in the hoist mode or that the refueling extension sleeve 110 transitions from the passive mode group 204 to the active mode group 202.

The third actuator state pattern 212 and the fourth actuator state pattern 214 are actuator states of the passive mode group 204. The passive mode group 204 is for the actuator state when the refueling extension sleeve 110 is not in use. As described herein, the refueling telescoping sleeve 110 transitions between the active mode set 202 and the passive mode set 204 depending on whether the refueling telescoping sleeve 110 is in use. Thus, when a command is issued to enable the refueling telescoping sleeve 110 for use, the refueling telescoping sleeve 110 transitions from the passive mode group 204 to the active mode group 202.

In the third actuator state mode 212, the telescoping tube pneumatic control surface 112 is inactive and the drawworks 114 is in tension mode. The pitch and roll axes of the refueling extension sleeve 110 are controlled by the damped trail behavior and are therefore not actively controlled. When in the passive mode group 204, the refueling extension sleeve 110 enters the third actuator state mode 212 if the following conditions are met: 1) a command to place the refueling extension sleeve 110 in a drag reducing state, and/or 2) a command to transition the refueling extension sleeve 110 from the active mode set 202 to the passive mode set 204.

In the fourth actuator state mode 214, the telescoping tube pneumatic control surface 112 is inactive and the drawworks 114 is in the blocking mode. When in the passive mode group 204, the refueling extension sleeve 110 enters the fourth actuator state mode 214 if the following conditions are met: 1) from the time that the refueling extension sleeve 110 is in the third actuator state mode 212, the refueling extension sleeve 110 has been in the stowed state for a threshold period of time (e.g., 20 seconds or less), 2) a command is issued that the refueling extension sleeve 110 is in the blocking mode, and/or 3) a command is issued that the refueling extension sleeve 110 transitions from the active mode group 202 to the passive mode group 204.

Various techniques for determining an appropriate actuator state pattern are described herein. FIG. 2B is a flow diagram of a technique to determine a state of a refueling extension sleeve according to some examples. The technique of FIG. 2B is used to detect the proper actuator state of the refueling telescoping sleeve 110 while the refueling telescoping sleeve 110 is in operation.

In various examples, the technique described in fig. 2B begins with determining a current actuator state in block 230. In block 230, initial conditions for fueling 110 are determined. Thus, for example, block 230 detects any reset of the actuator state (e.g., resulting from a reset of controller 150) and, in response, performs an initialization process that selects the appropriate mode and/or actuator state. Additionally, a transition between the active mode group 202 and the passive mode group 204, or vice versa, is also detected in block 230 and results in selection of an appropriate actuator state, as depicted in fig. 2B.

After the initial conditions are determined in block 230, a determination is made in block 232 whether the refueling extension sleeve 110 indicates that it is in a stowed or drag reducing condition. If the refueling telescoping sleeve 110 is in a stowed or drag reducing condition, the technique proceeds to block 234 and the passive mode group 204 is selected. Otherwise, the technique proceeds to block 238 and the active mode group 202 is selected.

In block 234, a determination is made as to whether the refueling extension sleeve 110 has been reset. If a reset has been performed, in some examples, the refueling extension sleeve 110 will be selected in the fourth actuator state mode 214. Otherwise, the state of the drawworks actuator determined in block 236 is used to select the appropriate actuator state. Thus, for example, if the drawworks 114 is disabled (e.g., in the blocking mode), the refueling extension sleeve 110 is initialized in the fourth actuator state mode 214. Otherwise, in some examples, the refueling extension sleeve 110 is initialized in the third actuator state mode 212.

If the active mode set 202 is selected in block 232, then the flight condition is determined in block 238. In certain examples, these flight conditions include flight zone status, winch actuator status, elevator actuator status, cable break monitor readings, and/or other sensor readings, as well as factors for determining actuator status. Based on the various readings, the appropriate actuator state is selected. Thus, if the condition 242 is satisfied (e.g., the drawworks 114 is in tension mode and/or the cable break monitor indicates that the cable is intact), the zero actuator status mode 206 is selected.

Otherwise, it is determined that condition 244 is satisfied (e.g., the drawworks 114 is not in tension mode or the cable break monitor indicates a cable break of the drawworks 114) and the technique proceeds to block 240. In block 240, a determination is made as to whether the drawworks actuators are active. If the drawworks actuator is active, the second actuator status mode 210 is selected. Otherwise, the first actuator state mode 208 is selected.

Technology for operating oil filling telescopic sleeve

FIG. 3 is a flow diagram of a technique for utilizing a refueling extension sleeve, according to some examples. FIG. 3 illustrates a technique for deploying a refueling telescoping sleeve from an initial stowed configuration. In block 302 of FIG. 3, the refueling telescoping sleeve begins in the stowed position. In some examples, while in the stowed position, the winch is in the blocking mode and the telescoping tubes are latched to the fuselage of the aircraft. Thus, the winch actuator is in the fourth actuator status mode. While in the blocking mode in block 302, a command to deploy a refueling extension sleeve is received.

After receiving the command, the telescoping tubes are lifted off the latches using the winch in block 304. The winch actuator is in the second actuator status mode. The winch then lowers the refueling extension sleeve while continuing to be in the second actuator state mode in block 306. In blocks 304 and 306, the telescoping tube pneumatic control surface is not active and the refueling telescoping tube is not in flight.

While lowering the refueling extension sleeve with the drawworks, it is determined in block 308 whether conditions are met to transition the mode of the drawworks. In certain examples, these conditions include measuring a dynamic pressure greater than a threshold dynamic pressure (indicating an airspeed greater than a threshold airspeed), determining that the refueling telescope is sufficiently lowered such that the telescope pitch angle is greater than a threshold pitch angle, and the cable velocity is less than a threshold cable velocity. These transition conditions are therefore used to determine whether the refuelling telescope is transitioning from a non-flight zone to a flight zone suitable for the refuelling telescope flight.

If it is determined that this condition is not met, the technique returns to block 306 and the drawworks continues to lower the refueling extension sleeve. If it is determined that the condition is satisfied, the technique continues at block 310. In block 310, the mode of state of the drawworks actuators is changed. In certain examples, the winch actuator is changed to the first actuator state mode and the winch actuator is set to the tension mode. The clutch is then operated to alter the operation of the winch to allow the refueling telescope to fly (e.g., in some examples, the winch actuator is required to be in tension mode prior to refueling telescope flight).

Once the drawworks is set to tension mode, the telescoping tube pneumatic control surfaces are enabled in block 312. For example, enabling the telescoping tube aerodynamic control surfaces includes engaging one or more other aerodynamic surfaces of the wing and fueling telescoping tubes. When the aerodynamic surfaces are active, these surfaces generate lift to facilitate refuelling telescope flight. Upon activation of the telescoping tube pneumatic control surface, the winch actuator changes from the first actuator state mode to the zero actuator state mode when the appropriate condition is detected. Then, in block 314, the refueling extension sleeve flies and control of the refueling extension sleeve is performed via the extension sleeve pneumatic control surface, rather than via the winch.

FIG. 4 is a flow diagram of other techniques for utilizing a refueling extension sleeve, according to some examples. FIG. 4 illustrates a technique for retracting the refueling telescoping sleeve from an initially deployed configuration. In block 402, a refueling extension sleeve is deployed. In some examples, a refueling extension sleeve is deployed to provide refueling to other aircraft. The telescoping tube aerodynamic control surfaces are effective when the refueling telescoping tube is deployed to generate lift to control and fly the refueling telescoping tube. In this state of the refuelling telescope, no winch is used to control the refuelling telescope.

In block 404, the refueling telescoping tubes fly toward the fuselage of the aircraft with aerodynamic lift generated by, for example, the telescoping tube aerodynamic control surfaces. In some examples, the refueling extension sleeve flies toward the fuselage to stow the refueling extension sleeve when not in use. While the refuelling telescope is flying, the winch actuator is in the zero actuator state mode.

While the refueling telescope is flying toward the fuselage, a determination is made in block 406 as to whether a condition is met to transition the refueling telescope to winch control (e.g., transition to winch retracting the refueling telescope rather than flying the refueling telescope toward the fuselage). In certain examples, these conditions include measuring a dynamic pressure that is less than a threshold dynamic pressure (indicating an airspeed that is less than a threshold airspeed) and/or determining that the refueling telescope has flown sufficiently toward the fuselage that the telescope pitch angle is less than a threshold pitch angle. These transition conditions are used to determine whether the refueling extension sleeve transitions from a flight zone to a non-flight zone that requires a winch to retract the refueling extension sleeve.

If it is determined that the condition is not met, the technique returns to block 404 and the refueling telescoping sleeve continues to fly through the telescoping sleeve pneumatic control surface toward the fuselage. If it is determined that the condition is satisfied, the technique proceeds to blocks 408 and 410.

In block 408, the telescoping tube pneumatic control surface is deactivated. In some examples, the disabling of the telescoping tube aerodynamic control surface includes disabling or otherwise changing the configuration of the telescoping tube aerodynamic control surface such that little or no lift is generated.

In block 410, an actuator state pattern of the drawworks actuators is changed. In various examples, the actuator state mode is first changed to the first actuator state mode and the drawworks actuator is set to the tension mode. In certain additional examples, the first actuator state mode is a handshake mode as described herein, and after changing to the first actuator state mode and allowing operation of the clutch of the winch actuator, the actuator state mode changes to the second actuator state mode and the winch actuator is set to the hoist mode. In other examples, the winch actuator is changed to the second actuator state mode, thus to the hoist mode, in block 412.

In block 412, the refueling extension sleeve is lifted using the winch while the winch actuator is in the second actuator state mode and the hoist mode. The refueling extension sleeve is then raised to the fuselage and stowed adjacent the fuselage. Upon indication that the refuelling telescope is retracted, the winch is set to the third actuator state mode, and hence the tension mode. After the threshold period of time, the refuel telescope is determined to be stowed and the winch is set to the fourth actuator state mode, thus in the blocking mode, in block 414.

The techniques of fig. 3 and 4 allow for deployment and retraction of the refueling telescope with the winch of the refueling telescope under certain conditions (e.g., at certain airspeeds). As described herein, the winch assists in certain phases of deployment and retraction of the refueling extension sleeve. When the refueling extension sleeve is fully deployed and operational, the refueling extension sleeve is controlled using the extension sleeve pneumatic control surface.

Carrier example

Although the above disclosed systems, devices, and methods are described with reference to the aircraft and aerospace industries, it will be understood that the examples disclosed herein are also applicable to other contexts, such as automotive, railroad, and other mechanical and vehicular contexts. Accordingly, examples of the present disclosure are described in the context of aircraft manufacturing and service method 600 as shown in fig. 6A and vehicle 100 as shown in fig. 6B, as applicable to these other contexts.

Fig. 6A illustrates a flow diagram of an example of a vehicle production and service method according to some examples. In some examples, prior to production, method 600 includes specification and design 604 of vehicle 100 (e.g., an aircraft as shown in fig. 1) and material procurement 606. During production, component and subassembly manufacturing 608 and system integration 610 of the carrier 100 occurs. Thereafter, the vehicle 100 undergoes authentication and delivery 612 in order to be placed into service 614. As used by the customer, routine maintenance and service 616 (e.g., modification, reconfiguration, alteration, etc.) is scheduled for the vehicle 100.

In some examples, the various processes of method 600 are performed or implemented by a system integrator, a third party, and/or an operator (e.g., a customer). For purposes of this specification, a system integrator includes any number of aircraft manufacturers and major-system subcontractors; third parties include any number of sellers, subcontractors, and suppliers; and in some examples, the operator includes an airline, leasing company, military entity, service organization, and so forth.

Fig. 6B illustrates a block diagram of an example of a vehicle, according to some examples. As shown in fig. 6B, vehicle 100 (e.g., an aircraft) produced by method 600 includes an airframe 618 with a plurality of systems 620 and an interior 622. Examples of system 620 include one or more of a propulsion system 624, an electrical system 626, a hydraulic system 628, and an environmental system 630. In various examples, other systems are also included within carrier 100. Although an aerospace example is shown, the principles of the embodiments disclosed herein are applicable to other industries, such as the automotive industry.

Further examples

Further, the present disclosure includes examples according to the following clauses:

clause 1. an aircraft 100, the aircraft 100 comprising:

refuel telescopic tube 110, this refuel telescopic tube 110 includes:

a refueling telescoping tube structure 116;

a winch 114; and

telescoping tube aerodynamic control surfaces 112; and

a controller 150, the controller 150 configured to cause the refueling telescoping sleeve 110 to perform operations comprising:

lowering 306 the refuelling telescoping tube arrangement 116 using the drawworks 114 while the telescoping tube aerodynamic control surface 112 is deactivated while the drawworks 114 is in the second actuator state mode 210;

determining 308 that a first transition condition is satisfied;

switching 310 the drawworks 114 from the second actuator state mode 210 to the first actuator state mode 208; and

the telescoping tube aerodynamic control surface 112 is enabled 312.

Clause 2. the aircraft 100 of clause 1, wherein the operations further comprise:

the refueling telescoping sleeve 110 is flown 314 after the telescoping sleeve pneumatic control surface 112 is enabled 312.

Clause 3. the aircraft 100 according to clause 2, wherein flying 314 the refueling extension sleeve 110 comprises switching the winch 114 to the zero-actuator state mode 206.

Clause 4. the aircraft 100 of clauses 2-3, wherein the refueling telescoping sleeve 110 is caused to fly 314 based on the received user command.

Clause 5. the aircraft 100 according to clause 3, wherein switching 310 to the first actuator state mode 208 includes operating a clutch of the winch 114 to allow transition from the second actuator state mode 210 to the zero actuator state mode 206.

Clause 6. the aircraft 100 of clauses 1-5, wherein the first transition condition comprises:

telescoping tube pitch angle 166 greater than a first threshold angle; and

a drawworks cable velocity less than a first threshold velocity.

Clause 7. the aircraft 100 of clause 6, wherein the telescopic tube pitch angle 166 is determined from the neutral angle 160.

Clause 8. the aircraft 100 according to clauses 6-7, wherein the first transition condition further comprises:

an aircraft dynamic pressure greater than a first threshold dynamic pressure.

Clause 9. the aircraft 100 according to clause 8, the aircraft 100 further comprising:

a dynamic pressure sensor 152 configured to measure aircraft dynamic pressure.

Clause 10. the aircraft 100 of clauses 1-9, wherein the operations further comprise:

the refueling extension sleeve structure 116 is raised 304 from the stowed position using the winch 114.

Clause 11. the aircraft 100 according to clause 10, wherein the refueling telescoping tube structure 116 is lifted 304 using the winch 114 in the fourth actuator state mode 214.

Clause 12. the aircraft 100 of clauses 1-11, wherein the operation is performed while the aircraft 100 is in flight.

Clause 13. the aircraft 100 of clauses 1-12, wherein the operations further comprise:

while drawworks 114 is in the zero-actuator state mode 206, flying 404 refueling extension sleeve 110 toward fuselage 120 of aircraft 100;

determining 406 that a second transition condition is satisfied;

switching 410 the drawworks 114 from the zero actuator state mode 206 to the first actuator state mode 208; and

the refueling telescoping tube structure 116 is raised 412 using the winch 114.

Clause 14. the aircraft 100 according to clause 13, wherein raising 412 the refueling telescoping tube structure 116 includes switching the winch 114 from the first actuator state mode 208 to the second actuator state mode 210.

Clause 15 the aircraft 100 according to clause 14, wherein switching 410 to the first actuator state mode 208 includes operating a clutch of the winch 114 to allow transition from the zero actuator state mode 206 to the second actuator state mode 210.

Clause 16. the aircraft 100 according to clauses 13-15, wherein the second transition condition includes a telescoping tube pitch angle 166 less than a second threshold angle.

Clause 17 the aircraft 100 according to clause 16, wherein the first transition condition further comprises:

an aircraft dynamic pressure less than a second threshold dynamic pressure.

Clause 18. the aircraft 100 of clauses 13-17, wherein the operations further comprise:

the telescoping tube pneumatic control surface 112 is deactivated 408.

Clause 19. the aircraft 100 of clauses 13-18, wherein the operations further comprise:

the refueling extension sleeve 110 is retracted 414.

Clause 20. the aircraft 100 according to clause 19, wherein the refueling extension sleeve 110 is stowed 414 with the winch 114 in the fourth actuator state mode 214.

Clause 21. a method, comprising the steps of:

lowering 306 the refueling telescoping tube structure 116 of the refueling telescoping tube 110 using the winch 114 while the telescoping tube aerodynamic control surface 112 of the refueling telescoping tube 110 is deactivated while the winch 114 of the refueling telescoping tube 110 is in the second actuator state mode 210;

determining 308 that a first transition condition is satisfied;

switching 310 the drawworks 114 from the second actuator state mode 210 to the first actuator state mode 208; and

the telescoping tube aerodynamic control surface 112 is enabled 312.

Clause 22. the method of clause 21, further comprising the steps of:

the refueling telescoping sleeve 110 is flown 314 after the telescoping sleeve pneumatic control surface 112 is enabled 312.

Clause 23. the method of clause 22, wherein the step of flying 314 the refueling telescoping sleeve 110 comprises switching the drawworks 114 to the zero-actuator state mode 206.

Clause 24. the method of clauses 22-23, wherein the refueling telescoping sleeve 110 is flown 314 based on the received user command.

Clause 25. the method of clauses 23-24, wherein the step of switching 310 to the first actuator state mode 208 includes operating a clutch of the drawworks 114 to allow transition from the second actuator state mode 210 to the zero actuator state mode 206.

Clause 26. the method of clauses 21-25, wherein the first transition condition comprises:

telescoping tube pitch angle 166 greater than a first threshold angle; and

a drawworks cable velocity less than a first threshold velocity.

Clause 27. the method of clause 26, wherein the telescoping tube pitch angle 166 is determined from the neutral angle 160.

Clause 28. the method of clauses 26-27, wherein the first transition condition further comprises:

an aircraft dynamic pressure greater than a first threshold dynamic pressure.

Clause 29. the method of clause 28, wherein the aircraft dynamic pressure is measured by a dynamic pressure sensor 152.

Clause 30. the method of clauses 21-29, further comprising the steps of:

the refueling extension sleeve structure 116 is raised 304 from the stowed position using the winch 114, wherein the refueling extension sleeve structure 116 is raised 304 using the winch 114 in the fourth actuator state mode 214.

Clause 31. a method, comprising the steps of:

while winch 114 of refueling extension sleeve 110 is in the zero actuator state mode 206, flying 404 refueling extension sleeve 110 toward fuselage 120 of aircraft 100;

determining 406 that a second transition condition is satisfied;

switching 410 the drawworks 114 from the zero actuator state mode 206 to the first actuator state mode 208; and

the refueling extension sleeve structure 116 of the refueling extension sleeve 110 is raised 412 using the winch 114.

Clause 32. the method of clause 31, wherein the step of raising 412 the refueling telescoping tube structure 116 includes switching the drawworks 114 from the first actuator state mode 208 to the second actuator state mode 210.

Clause 33. the method of clause 32, wherein the step of switching 410 to the first actuator state mode 208 includes operating a clutch of the drawworks 114 to allow transition from the zero-actuator state mode 206 to the second actuator state mode 210.

Clause 34. the method of clauses 31-33, wherein the second transition condition includes a telescoping tube pitch angle 166 less than a second threshold angle.

Clause 35. the method of clause 34, wherein the second transition condition further comprises a dynamic pressure of the aircraft less than the second threshold dynamic pressure.

Clause 36. the method of clauses 31-35, further comprising the steps of:

the bellows pneumatic control surface 112 of the refueling bellows 110 is deactivated 408.

Clause 37. the method of clauses 31-36, further comprising the steps of:

the refueling extension sleeve 110 is retracted 414.

Clause 38. the method of clause 37, wherein the refueling extension sleeve 110 is stowed 414 with the drawworks 114 in the fourth actuator state mode 214.

Conclusion

Although the foregoing concepts have been described in some detail for purposes of clarity of understanding, it will be apparent that certain changes and modifications may be practiced within the scope of the appended claims. It should be noted that there are many alternative ways of implementing the processes, systems, and devices. Accordingly, the present examples are to be considered as illustrative and not restrictive.

The invention was made with government support granted contract number FA8625-11-C-6600 by the United states department of defense. The government has certain rights in this invention.