Anti-whipping automatic telescopic aircraft oil receiving rod and control method

Abstract

The application belongs to the technical field of structural dynamics, and particularly relates to an automatic telescopic aircraft oil receiving rod capable of preventing whipping and a control method. The automatic telescopic aircraft oil receiving rod comprises a rod body and an oil receiving plug connected with the rod body. The rod body comprises an inner tube and an outer tube. The inner tube comprises an inner tube front section, an inner tube folding section and an inner tube rear section. The inner tube folding section is integrally arranged between the inner tube front section and the inner tube rear section. A limiting top head is arranged on the side wall of the inner tube front section. A limiting channel is arranged at a position corresponding to the limiting top head in the inner tube front section. A limiting spring is arranged in the limiting channel. The outer tube comprises an outer tube body and an outer tube spring. The front end of the outer tube spring is connected with the rear end of the oil receiving plug. The rear end of the outer tube spring is connected with the front end of the outer tube body. The automatic telescopic aircraft oil receiving rod can effectively prevent the whipping of a hose during soft refueling docking, improve the success rate of refueling docking between a receiving aircraft and a refueling aircraft, reduce flight cost, shorten the flight test cycle and ensure flight safety.

Description

Technical Field

[0001] This application belongs to the field of structural dynamics technology, and specifically relates to an anti-whiplash automatic retractable aircraft fuel rod and its control method. Background Technology

[0002] Refueling methods for aircraft during flight are mainly divided into rigid refueling and flexible refueling. Currently, the most commonly used method is flexible refueling, namely the hose-and-drogue refueling system. This system consists of a power unit, a hose winch mechanism, a control system, a braking system, a hose, and a drogue. The drogue consists of a stabilizing chute and a refueling connector. The hose-and-drogue is affected by the wake of the tanker aircraft, the head wave of the receiver aircraft, and atmospheric turbulence, making it difficult to stabilize in a fixed position. The suitable docking time is short, and excessive speed during docking can easily cause the hose to loosen and cause the hose to whiplash.

[0003] Currently, refueling pods are equipped with constant force spring devices to maintain stable hose tension and suppress hose whipping. However, the accident rate during the in-flight refueling docking phase remains as high as 2.5%, far exceeding that of the landing phase, which has the highest risk level. Furthermore, after the receiver aircraft's refueling probe and the cone-shaped refueling connector are docked, there is typically a 0.2–0.5 second delay in the reel's winding response. If the receiver aircraft docks too quickly or the reel's subsequent winding is slow, whipping can easily occur, potentially causing the refueling probe to break or even more serious flight safety accidents.

[0004] Therefore, how to control the docking speed of the receiving aircraft is a problem that needs to be solved. Summary of the Invention

[0005] The purpose of this application is to provide an anti-whiplash automatic retractable aircraft refueling boom and control method to solve the problem that whiplash phenomenon can easily occur when the refueling aircraft docking speed is too fast or too slow.

[0006] The technical solution of this application is: an anti-whiplash automatic telescopic aircraft refueling boom, including a boom body and a refueling plug connected to the boom body; the boom body includes an inner tube and an outer tube; the inner tube includes a front section of the inner tube, a folded section of the inner tube and a rear section of the inner tube; the folded section of the inner tube is integrally disposed between the front section of the inner tube and the rear section of the inner tube; a limiting head is provided on the side wall of the front section of the inner tube, and a limiting channel is provided inside the front section of the inner tube at the position corresponding to the limiting head, and a limiting spring is provided in the limiting channel; the outer tube includes an outer tube body and an outer tube spring, the front end of the outer tube spring is connected to the rear end of the refueling plug, and the rear end of the outer tube spring is connected to the front end of the outer tube body;

[0007] The inner wall of the outer tube body is provided with a front limiting groove and a rear limiting groove, the shape and size of which are adapted to the limiting head; the inner tube folding section can be extended and retracted; the upper end of the limiting head is adapted to the shape of the front limiting groove and the rear limiting groove, the lower end of the limiting head is connected to the upper end of the limiting spring, the lower end of the limiting spring is connected to the bottom of the limiting channel, and the limiting head and the limiting spring can slide up and down inside the limiting channel.

[0008] Preferably, both the front limiting groove and the rear limiting groove are semi-circular arc-shaped.

[0009] Preferably, the inner tube fold section is made of an elastic material.

[0010] Preferably, the stretching amount of the outer tube spring and the inner tube folded section in the stretched state is x1, the tensile and compressive stiffness of the outer tube spring is k, and the magnitude of the aerodynamic force of the cone sleeve is F. D The sum of the aerodynamic force of the cone sleeve and the tension of the outer tube spring exceeds the disengagement force threshold of the limiting mandrel by F. S1 The compression amount of the outer tube spring and the inner tube folded section in the compressed state is x2; when the force between the oil-receiving plug and the cone sleeve is tensile, the sum of this tensile force and the thrust of the outer tube spring exceeds the disengagement force threshold of the limit head by F. S2 The threshold for oil plug pull-out is F.

[0011] Preferably, k·x1 < 0.5F S1 And k·x2<0.5F S2 .

[0012] Preferably, k·x1+F D >1.5F S1 .

[0013] Preferably, |k·x2-F D |<0.5F S2 .

[0014] Preferably, k·x2+F T >1.5F S2 .

[0015] Preferably, |k·x1-F T |<0.5F S2 .

[0016] Preferably, x2 > 0.5m, where m is the total length of the inner tube folding section.

[0017] As one specific implementation method, a method for controlling an anti-whiplash automatic retractable aircraft fuel boom includes:

[0018] Before the receiving unit is refueled and docked, the limiting head is restricted in the front limiting groove, and the stretching amount of the outer tube spring and the inner tube folding section is controlled to be x1.

[0019] After the receiving plug is connected to the cone sleeve of the fuel dispenser, the control limit head moves down along the limit channel. The limit head slides out of the front limit groove and releases the front limit state. The front section of the inner tube moves backward under the combined action of the cone sleeve pneumatic force and the outer tube spring until the limit head slides into the rear limit groove and forms the rear limit function. At this time, the outer tube spring and the inner tube folding section are in a compressed state, and the compression amount is x2.

[0020] After the refueling process is completed, the receiving unit will actively move away from the refueling unit, control the limit head to move down along the limit channel, slide out of the rear limit groove and release the rear limit state, and the front section of the inner tube will move forward under the combined action of the tapered sleeve tension and the outer tube spring thrust until the limit head slides into the front limit groove and forms the front limit function.

[0021] Preferably, the tensile and compressive stiffness of the outer tube spring is k; the magnitude of the aerodynamic force of the tapered sleeve is F. D When the sum of the aerodynamic force of the cone sleeve and the tension of the outer tube spring exceeds the disengagement force threshold of the limiting mandrel under the aerodynamic force of the cone sleeve, it is F. S1 When the force between the oil plug and the cone sleeve is tensile, the sum of this tensile force and the outer tube spring thrust exceeds the disengagement force threshold of the limit head by F. S2 The oil plug pull-out threshold is F. T .

[0022] Preferably, k·x1 < 0.5F S1 And k·x2<0.5F S2 .

[0023] Preferably, k·x1+F D >1.5F S1 .

[0024] Preferably, |k·x2-F D |<0.5F S2 .

[0025] Preferably, k·x2+F T >1.5F S2 .

[0026] Preferably, |k·x1-F T |<0.5F S2 .

[0027] Preferably, x2 > 0.5m, where m is the total length of the inner tube folding section.

[0028] The automatic retractable aircraft refueling boom and control method described in this application can effectively prevent the hose whipping phenomenon during soft refueling docking, improve the refueling docking success rate between the receiver aircraft and the tanker aircraft, reduce flight costs, shorten the test flight cycle, and ensure flight safety. Attached Figure Description

[0029] To more clearly illustrate the technical solutions provided in this application, the accompanying drawings will be briefly described below. Obviously, the drawings described below are merely some embodiments of this application.

[0030] Figure 1 This is an isometric drawing of the overall structure of this application;

[0031] Figure 2 This is a diagram illustrating the combined effect of the extended state of the anti-whiplash automatic telescopic aircraft fuel rod in this application.

[0032] Figure 3 This is a diagram illustrating the combined effect of the external spring balance state in the automatic telescopic aircraft fuel receiver boom for the anti-whiplash mechanism of this application.

[0033] Figure 4 This is a diagram illustrating the combined effect of the automatic retractable aircraft fuel rod compression state for the anti-whiplash mechanism of this application.

[0034] 1. Oil receiving plug; 2. Front section of inner tube; 3. Folded section of inner tube; 4. Rear section of inner tube; 5. Limiting head; 6. Limiting spring; 7. Limiting channel; 8. Outer tube body; 9. Front limiting groove; 10. Rear limiting groove; 11. Outer tube spring. Detailed Implementation

[0035] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0036] A type of anti-whiplash automatic telescopic aircraft refueling boom, such as Figures 1-2 As shown, the device includes a rod body and an oil receiving plug 1 connected to the rod body. The rod body includes an inner tube and an outer tube; the inner tube includes a front section 2, a folded section 3, and a rear section 4. The folded section 3 is integrally disposed between the front section 2 and the rear section 4. A limiting head 5 is provided on the side wall of the front section 2, and a limiting channel 7 is provided inside the front section 2 at the position corresponding to the limiting head 5, with a limiting spring 6 provided in the limiting channel 7. The outer tube includes an outer tube body 8 and an outer tube spring 11. The front end of the outer tube spring 11 is connected to the rear end of the oil receiving plug 1, and the rear end of the outer tube spring 11 is connected to the front end of the outer tube body 8.

[0037] The inner wall of the outer tube body 8 is provided with a front limiting groove 9 and a rear limiting groove 10. The front limiting groove 9 and the rear limiting groove 10 are both semi-circular arcs in shape, and their shape and size are adapted to the limiting head 5.

[0038] The inner tube folding section 3 is made of elastic material and has telescopic capability; the upper end of the limiting head 5 is adapted to the shape of the front limiting groove 9 and the rear limiting groove 10, the lower end of the limiting head 5 is connected to the upper end of the limiting spring 6, and the lower end of the limiting spring 6 is connected to the bottom of the limiting spring 6 channel. The limiting head 5 and the limiting spring 6 can slide up and down inside the limiting channel 7.

[0039] Combination Figures 3-4 Before the receiving machine docks with the oil tanker, the limiting head 5 is restricted in the front limiting groove 9, the outer tube spring 11 and the inner tube folding section 3 are in a stretched state, the stretch is x1, and the tensile and compressive stiffness of the outer tube spring 11 is k.

[0040] After the receiving plug 1 is connected to the fuel dispenser cone sleeve, the aerodynamic force of the fuel dispenser cone sleeve acts directly on the receiving plug 1. The magnitude of the aerodynamic force of the cone sleeve is F. D The sum of the aerodynamic force of the cone sleeve and the tension of the outer tube spring 11 exceeds the disengagement force threshold F of the limiting head 5. S1 The limiting head 5 moves down along the limiting channel 7, slides out of the front limiting groove 9 and releases the front limiting state. The front section 2 of the inner tube moves backward under the combined action of the cone sleeve aerodynamic force and the outer tube spring 11 until the limiting head 5 slides into the rear limiting groove 10 and forms a rear limiting effect. At this time, the outer tube spring 11 and the inner tube folding section 3 are in a compressed state with a compression amount of x2.

[0041] After the refueling process is completed, the receiving unit will actively move away from the refueling unit. The pressure between the receiving plug and the cone sleeve will be converted into tension. The sum of this tension and the thrust of the outer tube spring 11 exceeds the disengagement force threshold F of the limit head 5. S2 The limiting head 5 moves down along the limiting channel 7, slides out of the rear limiting groove 10 and releases the rear limiting state. The inner tube front section 2 moves forward under the combined action of the tapered sleeve tension and the outer tube spring 11 thrust until the limiting head 5 slides into the front limiting groove 9 and forms the front limiting effect. At this time, the outer tube spring 11 and the inner tube folding section 3 return to the stretched state, and the tension between the oil receiving plug and the tapered sleeve further increases until the oil receiving plug pull-out threshold F is reached.

[0042] The stiffness k, tension x1, compression x2, and release force threshold F of the outer tube spring 11 S1 , release force threshold F S2 Oil plug pull-out threshold F T The specific design is as follows:

[0043] Preferably, k·x1 < 0.5F S1 And k·x2<0.5F S2 To prevent the limit head 5 from accidentally slipping out.

[0044] Preferably, k·x1+F D >1.5F S1This ensures that the front section 2 of the inner tube can retract after the oil receiving plug is connected.

[0045] Preferably, |k·x2-F D |<0.5F S2 This ensures that the front section 2 of the inner tube can form a rear limiting function after it retracts.

[0046] Preferably, k·x2+F T >1.5F S2 This ensures that the refueling connector can be easily disengaged after refueling is completed.

[0047] Preferably, |k·x1-F T |<0.5F S2 To ensure that the front section 2 of the inner tube can form a front limiting function after being stretched.

[0048] Preferably, x1 + x2 > 0.5m, where m is the total length of the inner tube folding section, to ensure that the retraction of the oil receiving rod can play a role in preventing whiplash.

[0049] As one specific implementation, it also includes a method for controlling an anti-whiplash automatic retractable aircraft fuel boom, employing the aforementioned fuel boom design structure, specifically including:

[0050] Before the receiving unit is refueled and docked, the limiting head is restricted within the front limiting groove 9, and the stretching amount of the outer tube spring 11 and the inner tube folding section 3 is controlled to be x1.

[0051] After the oil receiving plug 1 is connected to the fuel dispenser cone sleeve, the control limit head 5 moves down along the limit channel 7, the limit head 5 slides out of the front limit groove 9 and releases the front limit state, the inner tube front section 2 moves backward under the combined action of the cone sleeve pneumatic force and the outer tube spring 11 until the limit head 5 slides into the rear limit groove 10 and forms the rear limit function. At this time, the outer tube spring 11 and the inner tube folding section 3 are in a compressed state, and the compression amount is x2.

[0052] After the refueling process is completed, the receiving unit will actively move away from the refueling unit, and the control limit head 5 will move down along the limit channel 7. The limit head 5 will slide out of the rear limit groove 10 and release the rear limit state. The front section 2 of the inner tube will move forward under the combined action of the tapered sleeve tension and the outer tube spring 11 thrust until the limit head 5 slides into the front limit groove 9 and forms the front limit function.

[0053] Preferably, the tensile and compressive stiffness of the outer tube spring is k; the magnitude of the aerodynamic force of the tapered sleeve is F. D When the sum of the aerodynamic force of the cone sleeve and the tension of the outer tube spring exceeds the disengagement force threshold of the limiting mandrel under the aerodynamic force of the cone sleeve, it is F. S1 When the force between the oil plug and the cone sleeve is tensile, the sum of this tensile force and the outer tube spring thrust exceeds the disengagement force threshold of the limit head by F. S2 The threshold for oil plug pull-out is F.

[0054] Preferably, k·x1 < 0.5F S1 And k·x2<0.5F S2 To prevent the limit head 5 from accidentally slipping out.

[0055] Preferably, k·x1+F D >1.5F S1 This ensures that the front section 2 of the inner tube can retract after the oil receiving plug is connected.

[0056] Preferably, |k·x2-F D |<0.5F S2 This ensures that the front section 2 of the inner tube can form a rear limiting function after it retracts.

[0057] Preferably, k·x2+F T >1.5F S2 This ensures that the refueling connector can be easily disengaged after refueling is completed.

[0058] Preferably, |k·x1-F T |<0.5F S2 To ensure that the front section 2 of the inner tube can form a front limiting function after being stretched.

[0059] Preferably, x1 + x2 > 0.5m, where m is the total length of the inner tube folding section, to ensure that the retraction of the oil receiving rod can play a role in preventing whiplash.

[0060] In summary, through the above design, this application can effectively prevent the hose whipping phenomenon during soft refueling docking, improve the success rate of refueling docking between the receiver aircraft and the tanker aircraft, reduce flight costs, shorten the test flight cycle, and ensure flight safety.

[0061] Finally, it should be noted that the accompanying drawings of the embodiments disclosed in this invention only involve the structures involved in the embodiments disclosed in this invention. Other structures can refer to the general design. In the absence of conflict, the same embodiment and different embodiments of this invention can be combined with each other.

[0062] In conclusion, the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An anti-whipping automatic telescopic aircraft refueling boom, characterized by: The utility model relates to a kind of oil receiving plug (1) and the rod body connected with oil receiving plug (1);Rod body includes inner tube and outer tube;Inner tube includes inner tube front section (2), inner tube folding section (3) and inner tube rear section (4);Inner tube folding section (3) is integrally arranged between inner tube front section (2) and inner tube rear section (4);Limiting head (5) is set on the side wall of inner tube front section (2), and the position corresponding to limiting head (5) in inner tube front section (2) is provided with limiting channel (7), and limiting spring (6) is arranged in limiting channel (7);Outer tube includes outer tube body (8) and outer tube spring (11), the front end of outer tube spring (11) is connected with the rear end of oil receiving plug (1), and the rear end of outer tube spring (11) is connected with the front end of outer tube body (8); Front limiting groove (9) and rear limiting groove (10) are provided on the inner wall of outer tube body (8), and the shape and size of front limiting groove (9) and rear limiting groove (10) are matched with limiting head (5);Inner tube folding section (3) can be telescopic;The upper end shape of limiting head (5) is matched with front limiting groove (9) and rear limiting groove (10), the lower end of limiting head (5) is connected with the upper end of limiting spring (6), the lower end of limiting spring (6) is connected with the bottom of limiting spring (6) channel, and limiting head (5) and limiting spring (6) can slide up and down in limiting channel (7).

2. The anti-whipping automatic telescopic aircraft refueling boom of claim 1, wherein: The shape of the front limiting groove (9) and the rear limiting groove (10) is semicircular.

3. The anti-whipping automatic telescopic aircraft refueling boom of claim 1, wherein: The inner tube folding section (3) is made of elastic material.

4. The anti-whipping automatic telescopic aircraft refueling boom of claim 1, wherein: The stretching amount of the outer tube spring (11) and the inner tube folded section (3) in the stretching state is x1, and the tension-compression stiffness of the outer tube spring (11) is k; the size of the conical sleeve pneumatic force is F D , the disengagement force threshold of the limiting head (5) when the sum of the conical sleeve pneumatic force and the tension of the outer tube spring (11) exceeds the disengagement force threshold under the state of the conical sleeve pneumatic force is F S1 , the compression amount of the outer tube spring (11) and the inner tube folded section (3) in the compression state is x2; the disengagement force threshold of the limiting head (5) when the sum of the tension between the oil plug (1) and the conical sleeve and the thrust of the outer tube spring (11) exceeds the disengagement force threshold is F S2 ; the pull-out threshold of the oil plug (1) is F T .

5. The anti-whipping automatic telescopic aircraft refueling boom of claim 4, wherein: k x1< 0.5F S1 and k x2< 0.5F S2 .

6. The anti-whipping automatic telescopic aircraft refueling boom of claim 4, wherein: k x1 + F D >1.5F S1 .

7. The anti-whipping automatic telescopic aircraft refueling boom of claim 4, wherein: | k - x2 - F D | <0.5F S2 .

8. The anti-whipping automatic telescopic aircraft refueling boom of claim 4, wherein: k x2 + F T >1.5F S2 .

9. The anti-whipping automatic telescopic aircraft refueling boom of claim 4, wherein: | k - x1 - F T | <0.5F S2 .

10. The anti-whipping automatic telescopic aircraft refueling boom of claim 4, wherein: x1+ x2>0.5m, m is the total length of the inner tube folding section.

11. A method for controlling an anti-whipping automatic telescopic aircraft refueling boom as claimed in any one of claims 1 to 10, characterised in that, It comprises: Before oil receiving machine oil filling docking, limiting head (5) is limited in front limiting groove (9), and the stretching amount of outer tube spring (11) and inner tube folding section (3) is controlled as x1; After oil receiving plug (1) is docked with oil filling machine cone sleeve, limiting head (5) is controlled to move down along limiting spring (6) channel, limiting head (5) slides out of front limiting groove (9) and removes front limiting state, inner tube front section (2) moves backward under the joint action of cone sleeve pneumatic force and outer tube spring (11) until limiting head (5) slides into rear limiting groove (10) position and forms rear limiting effect, at this time, outer tube spring (11) and inner tube folding section (3) are in compression state, and the compression amount is x2; After oil receiving machine oil filling process ends, actively move away from oil filling machine, limiting head (5) is controlled to move down along limiting spring (6) channel, limiting head (5) slides out of rear limiting groove (10) and removes rear limiting state, inner tube front section (2) moves forward under the joint action of cone sleeve tension and outer tube spring (11) until limiting head (5) slides into front limiting groove (9) position and forms front limiting effect.

12. The method of claim 11, wherein the method further comprises: determining a distance between the aircraft and the fueling station; and determining a speed of the aircraft; and wherein the step of determining the distance between the aircraft and the fueling station is performed in response to the determined distance and the determined speed of the aircraft. The tensile and compressive stiffness of the outer tube spring (11) is k; the size of the aerodynamic force of the cone sleeve is F D The sum of the aerodynamic force of the cone sleeve and the tensile force of the outer tube spring (11) exceeds the disengagement force threshold of the limiting head (5), which is F S1 When the force between the oil receiving plug (1) and the cone sleeve is a tensile force, the sum of the tensile force and the thrust of the outer tube spring (11) exceeds the disengagement force threshold of the limiting head (5), which is F S2 The pull-off threshold of the oil receiving plug (1) is F.

13. The method of claim 12, wherein the method further comprises: determining a distance between the aircraft and the fueling station; and determining a speed of the aircraft; and wherein the step of determining the distance between the aircraft and the fueling station is performed in response to the determined distance and the determined speed of the aircraft. k x1< 0.5F S1 and k x2< 0.5F S2 .

14. The method of claim 12, wherein the method further comprises: determining a distance between the aircraft and the fueling station; and determining a speed of the aircraft; and wherein the step of determining the distance between the aircraft and the fueling station is performed in response to the determined distance and the determined speed of the aircraft. k x1 + F D >1.5F S1 .

15. The method of claim 12, wherein the method further comprises: determining a distance between the aircraft and the fueling station; and determining a speed of the aircraft; and wherein the step of determining the distance between the aircraft and the fueling station is performed in response to the determined distance and the determined speed of the aircraft. | k - x2- F D | <0.5F S2 .

16. The method of claim 12, wherein the method further comprises: determining a distance between the aircraft and the fueling station; and determining a speed of the aircraft; and wherein the step of determining the distance between the aircraft and the fueling station is performed in response to the determined distance and the determined speed of the aircraft. k x2 + F T >1.5F S2 .

17. The method of claim 12, wherein the method further comprises: determining a distance between the aircraft and the fueling station; and determining a speed of the aircraft; and wherein the step of determining the distance between the aircraft and the fueling station is performed in response to the determined distance and the determined speed of the aircraft. | k - x1 - F T | <0.5F S2 .

18. The method of claim 12, wherein the method further comprises: determining a distance between the aircraft and the fueling station; and determining a speed of the aircraft; and wherein the step of determining the distance between the aircraft and the fueling station is performed in response to the determined distance and the determined speed of the aircraft. x1+ x2>0.5m.

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