Valve status detection system and assembly for an aircraft fuel

Abstract

The invention relates to a valve state detection system and assembly for an aircraft fuel system and a method. A valve state detection system for directly determining and confirming a current valve state in an aircraft fuel control valve in real time wherein the aircraft fuel control valve includes an electromagnetic energy beam transmitter and receiver for transmitting and receiving an electromagnetic energy beam across an aircraft fuel control valve assembly chamber.

Description

TECHNICAL FIELD

[0001] The present disclosure relates generally to the field of valve monitoring systems. More specifically, the present disclosure relates to the field of monitoring aircraft fuel control valve systems. BACKGROUND

[0002] Optimal aircraft operation can depend on proper operating conditions of fuel delivery systems and components. The ability to know the status of one or more valves in an aircraft fuel delivery system can be critical to ensuring optimal aircraft operation and compliance with regulatory requirements.

[0003] For example, typical methods for determining the orientation of a component part in an assembly can rely on indirectly monitoring the status of the component part of interest by measuring characteristics and / or operation and / or orientation of a sub-component part attached to the component part of interest in the assembly. Failure of the sub-component part or observed disengagement of the sub-component part from the actual component part of interest can result in a false operational reading of the actual status of the component part of interest.

[0004] No statement herein is to be construed as an admission that any statement constitutes prior art merely by virtue of its inclusion in the TECHNICAL FIELD and / or BACKGROUND sections. SUMMARY

[0005] The present aspects relate to an aircraft fuel control valve assembly, the aircraft fuel control valve assembly comprising an aircraft fuel control valve housing, wherein the aircraft fuel control valve housing comprises: a valve body, the valve body comprising a valve body interior; a valve inlet; a valve outlet; and a valve chamber, wherein the valve chamber is established by an area within the valve body interior of the aircraft fuel control valve assembly, and wherein the valve body and the valve chamber are further established between the valve inlet and the valve outlet, wherein the valve body comprises the valve chamber and a moveable valve, wherein the moveable valve is positioned substantially within the valve chamber. The aircraft fuel control valve assembly further comprises a primary electromagnetic energy emitter integrated into the aircraft fuel control valve assembly, wherein the primary electromagnetic energy emitter is configured to direct primary electromagnetic energy from the primary electromagnetic energy emitter into and across the valve chamber, the primary electromagnetic energy can be light (and can be a primary electromagnetic energy beam, which can be a primary electromagnetic energy light beam), and wherein the primary electromagnetic energy emitter further comprises an electromagnetic energy source. The aircraft fuel control valve assembly further comprises a primary electromagnetic energy receiver integrated into the aircraft fuel control valve assembly, the primary electromagnetic energy receiver configured to receive the primary electromagnetic energy, which can be the primary electromagnetic energy beam emitted from the primary electromagnetic energy emitter, and the primary electromagnetic energy receiver configured to produce a valve condition primary signal.

[0006] In another present aspect, the aircraft fuel control valve assembly further comprises the moveable valve, wherein the moveable valve is configured to comprise an operational range of motion between an open valve configuration and a closed valve configuration.

[0007] In another present aspect, the aircraft fuel control valve assembly further includes an actuator, wherein the actuator is in communication with the moveable valve, and the actuator is configured to move the moveable valve between the open valve configuration and the closed valve configuration.

[0008] In another present aspect, the aircraft fuel control valve assembly further includes a secondary electromagnetic energy emitter integrated into the aircraft fuel control valve assembly, wherein the secondary electromagnetic energy emitter is configured to direct secondary electromagnetic energy from the secondary electromagnetic energy emitter into and through the valve chamber, the secondary electromagnetic energy can be light (and can be a secondary electromagnetic energy beam, which can be a secondary electromagnetic energy light beam), wherein the secondary electromagnetic energy emitter further includes at least one of a primary electromagnetic energy source and a secondary electromagnetic energy source. The aircraft fuel control valve assembly further includes a secondary electromagnetic energy receiver integrated into the fuel aircraft fuel control valve assembly, the secondary electromagnetic energy receiver is configured to receive at least one of a primary electromagnetic energy beam from the primary electromagnetic energy emitter and a secondary electromagnetic energy beam from the secondary electromagnetic energy emitter, and wherein the secondary electromagnetic energy receiver is configured to produce a valve condition secondary signal.

[0009] In another present aspect, the primary electromagnetic energy source and the secondary electromagnetic energy source are at least one of a laser and a light emitting diode, wherein the primary electromagnetic energy source and the secondary electromagnetic energy source are configured to produce light to form a produced light, which can be a produced light beam.

[0010] In another present aspect, the produced light includes a wavelength in a range of about 850 nm to about 1550 nm.

[0011] In another present aspect, the secondary electromagnetic energy source includes at least one of a laser and a light emitting diode, wherein the secondary electromagnetic energy source is configured to produce a secondary electromagnetic energy beam to form a produced secondary light beam.

[0012] In another present aspect, the produced secondary light beam includes a wavelength in a range of about 850 nm to about 1550 nm.

[0013] In another present aspect, when the moveable valve is in the open valve configuration, the produced light beam extends from the primary electromagnetic energy emitter to the primary electromagnetic energy receiver along a substantially straight line, which extends from the primary electromagnetic energy emitter through the valve chamber to the primary electromagnetic energy receiver.

[0014] In another present aspect, when the moveable valve is in the open valve configuration, the produced light beam is configured to extend diagonally through (e.g., across) the valve chamber from the primary electromagnetic energy emitter to the primary electromagnetic energy receiver.

[0015] Another present aspect relates to an aircraft, the aircraft comprising an aircraft fuel control valve assembly, the aircraft fuel control valve assembly comprising an aircraft fuel control valve housing, wherein the aircraft fuel control valve housing comprises: a valve body, the valve body comprising a valve body interior; a valve inlet; a valve outlet; and a valve chamber, wherein the valve chamber is established by an area within the valve body interior of the aircraft fuel control valve assembly, and the valve body and the valve chamber are further established between the valve inlet and the valve outlet, and wherein the valve body comprises the valve chamber and a movable valve, wherein the movable valve is positioned substantially within the valve chamber. The aircraft fuel valve assembly further comprises a primary electromagnetic energy emitter integrated into the aircraft fuel control valve assembly, wherein the primary electromagnetic energy emitter is configured to direct primary electromagnetic energy from the primary electromagnetic energy emitter into and across the valve chamber, the primary electromagnetic energy can be light (and can be a primary electromagnetic energy beam, which can be a primary electromagnetic energy light beam), and wherein the primary electromagnetic energy emitter further comprises an electromagnetic energy source. The aircraft fuel valve assembly further comprises a primary electromagnetic energy receiver integrated into the aircraft fuel control valve assembly, the primary electromagnetic energy receiver configured to receive the primary electromagnetic energy beam from the primary electromagnetic energy emitter, the primary electromagnetic energy receiver configured to generate a valve condition primary signal.

[0016] Another present aspect relates to an aircraft fuel control valve state detection system for determining an aircraft fuel control valve state, wherein the aircraft fuel control valve state detection system comprises: an aircraft fuel control valve assembly positioned within an aircraft fuel line, wherein the aircraft fuel control valve assembly comprises an aircraft fuel control valve housing, wherein the aircraft fuel control valve housing comprises: a valve body, the valve body comprising a valve body interior; a valve inlet; a valve outlet; and a valve chamber, wherein the valve chamber is established by an area within the valve body interior of the aircraft fuel control valve assembly, wherein the valve body and the valve chamber are further established between the valve inlet and the valve outlet, and wherein the valve body comprises the valve chamber and a movable valve, wherein the movable valve is positioned substantially within the valve chamber. The aircraft fuel valve assembly further comprises a primary electromagnetic energy emitter integrated into the aircraft fuel control valve assembly, wherein the primary electromagnetic energy emitter is configured to direct primary electromagnetic energy from the primary electromagnetic energy emitter into and across the valve chamber, the primary electromagnetic energy can be light (and can be a primary electromagnetic energy beam, which can be a primary electromagnetic energy light beam), and wherein the primary electromagnetic energy emitter further comprises an electromagnetic energy source. The aircraft fuel control valve assembly further comprises a primary electromagnetic energy receiver integrated into the aircraft fuel control valve assembly, the primary electromagnetic energy receiver configured to receive the primary electromagnetic energy beam from the primary electromagnetic energy emitter, the primary electromagnetic energy receiver configured to generate a valve condition primary signal. The aircraft fuel control valve state detection system for determining an aircraft fuel valve state further comprises a processor in communication with the primary electromagnetic energy receiver, wherein the processor is configured to receive the valve condition primary signal, wherein the processor is further configured to interpret the valve condition primary signal generated by the primary electromagnetic energy receiver to form an interpreted fuel valve condition primary signal, and wherein the interpreted fuel valve condition primary signal corresponds to the aircraft fuel valve state.

[0017] In another aspect of the present application, the electromagnetic energy source is at least one of a laser and a light emitting diode configured to generate a light beam, wherein the light beam has a wavelength ranging from about 850 nm to about 1550 nm.

[0018] In another aspect of the present application, the aircraft fuel control valve status detection system further comprises a reader in communication with the processor.

[0019] In another aspect of the present application, in the aircraft fuel control valve status detection system, the aircraft fuel control valve assembly further comprises a valve actuator in direct communication with the movable valve, and wherein the actuator is configured to move the movable valve between an open valve configuration and a closed valve configuration.

[0020] In another aspect of the present application, in the aircraft fuel control valve status detection system, the aircraft fuel control valve assembly further comprises a secondary electromagnetic energy emitter integrated into the aircraft fuel control valve assembly, wherein the secondary electromagnetic energy emitter is configured to direct secondary electromagnetic energy from the secondary electromagnetic energy emitter into and across the valve chamber, the secondary electromagnetic energy can be light (and can be the primary electromagnetic energy beam, which can be the primary electromagnetic energy light beam), wherein the secondary electromagnetic energy emitter further comprises an electromagnetic energy source. The aircraft fuel control valve assembly further comprises a secondary electromagnetic energy receiver integrated into the fuel aircraft fuel control valve assembly, wherein the secondary electromagnetic energy receiver is configured to receive at least one of the primary electromagnetic energy beam from the primary electromagnetic energy emitter and the secondary electromagnetic energy beam from the secondary electromagnetic energy emitter, and wherein the secondary electromagnetic energy receiver is configured to generate a valve condition secondary signal.

[0021] In another aspect of the present application, in the aircraft fuel control valve status detection system, the secondary electromagnetic energy source is configured to generate a light beam, wherein the light beam has a wavelength ranging from about 850 nm to about 1550 nm.

[0022] Another aspect relates to a method for directly monitoring an aircraft fuel control valve state in an aircraft fuel control valve assembly, where the method includes positioning an aircraft fuel control valve assembly in an aircraft fuel line, where the aircraft fuel control valve assembly includes an aircraft fuel control valve housing, where the aircraft fuel control valve housing includes: a valve body interior; a valve inlet; a valve outlet; and a valve chamber, where the valve chamber is established by an area within the valve body interior of the aircraft fuel control valve assembly, and where the valve body and the valve chamber are further established between the valve inlet and the valve outlet, where the valve body includes the valve chamber in communication with a moveable valve, where the moveable valve is positioned substantially within the valve chamber. The aircraft fuel control valve assembly further includes a primary electromagnetic energy emitter integrated into the aircraft fuel control valve assembly, where the primary electromagnetic energy emitter is configured to direct primary electromagnetic energy from the primary electromagnetic energy emitter into the valve chamber and across the valve chamber, which can be light (and can be a primary electromagnetic energy beam, which can be a primary electromagnetic energy light beam), and where the primary electromagnetic energy emitter further includes an electromagnetic energy source. The aircraft fuel control valve assembly further includes a primary electromagnetic energy receiver integrated into the aircraft fuel control valve assembly, where the primary electromagnetic energy receiver is configured to receive the primary electromagnetic energy beam from the primary electromagnetic energy emitter, and where the primary electromagnetic energy receiver is configured to generate a valve condition primary signal. The method further includes: generating the electromagnetic energy beam at the primary electromagnetic energy emitter; emitting the primary electromagnetic energy beam from the primary electromagnetic energy emitter into the valve chamber to form an emitted primary electromagnetic energy beam; receiving the emitted primary electromagnetic energy beam emitted from the primary electromagnetic energy emitter at the primary electromagnetic energy receiver; and directly monitoring the aircraft fuel control valve state based on at least one of the emitted primary electromagnetic energy beam being received and not received by the primary electromagnetic energy receiver.

[0023] In another aspect of the present disclosure, upon the primary electromagnetic energy receiver receiving the emitted primary electromagnetic energy beam, the method further includes: generating a fuel valve condition primary signal at the primary electromagnetic energy receiver; and interpreting the fuel valve condition primary signal to form an interpreted fuel valve condition primary signal, where the interpreted fuel control valve condition primary signal corresponds to the aircraft fuel valve state, where the aircraft fuel control valve state includes at least one of an aircraft fuel control valve open configuration and an aircraft fuel control valve closed configuration.

[0024] In another aspect of the present disclosure, the method further includes: transmitting the interpreted fuel control valve condition primary signal to a reader.

[0025] In another aspect of the present disclosure, in the method, the primary electromagnetic energy receiver receiving the emitted primary electromagnetic energy beam is configured to evidence the aircraft fuel control valve open configuration.

[0026] In another aspect of the present disclosure, in the method, the primary electromagnetic energy receiver not receiving the emitted primary electromagnetic energy beam is configured to evidence the aircraft fuel control valve closed configuration.

[0027] The features, functions, and benefits discussed can be implemented in various aspects of the disclosure either independently of, or in combination with, each other. Further details of various aspects of the disclosure can be seen in the following description and drawings. BRIEF DESCRIPTION OF DRAWINGS

[0028] Having thus described in general terms the nature of the variations of the disclosure, reference will now be made to the accompanying drawings, which are not necessarily drawn to scale, and in which:

[0029] Figure 1 is an illustration of a vehicle in the form of an aircraft according to the present aspect, which can include the present aircraft fuel control valve assembly and the present aircraft fuel control system;

[0030] Figure 2 is a block diagram of a fuel control system in an aircraft according to the present aspect;

[0031] Figure 3A is a cross-sectional side view of the present aircraft fuel control valve assembly in a fuel line according to the present aspect, with the movable valve in an open valve condition;

[0032] Figure 3B is a cross-sectional side view of the present aircraft fuel control valve assembly in a fuel line of the type shown, with the movable valve in a closed valve condition according to the present aspect; Figure 3A

[0033] Figure 4 is a flow diagram of a fuel control system that can incorporate the present aircraft fuel control valve assembly according to the present aspect;

[0034] Figure 5A is a cross-sectional side view of the present aircraft fuel control valve assembly according to the present aspect, including a primary electromagnetic energy beam emitter, a secondary electromagnetic energy beam emitter, a primary electromagnetic energy beam receiver, and a secondary electromagnetic energy beam receiver in a fuel line, with the movable valve in an open valve condition;

[0035] Figure 5B is a cross-sectional side view of the present fluid control valve assembly according to the present aspect, including a primary electromagnetic energy beam emitter, a secondary electromagnetic energy beam emitter, a primary electromagnetic energy beam receiver, and a secondary electromagnetic energy beam receiver in a fuel line, with the movable valve in an open valve condition;

[0036] Figure 6 is a flow diagram summarizing the present method according to the present aspect;

[0037] Figure 7 is a flow diagram summarizing the present method according to the present aspect; and

[0038] Figure 8 is a flow diagram summarizing the present method according to the present aspect;​ DETAILED DESCRIPTION

[0039] The present aspects relate to an aircraft fuel control valve status detection system that can be placed in an aircraft fuel line that contains at least one presently disclosed aircraft fuel control valve assembly. Further present aspects relate to a method of directly monitoring, directly determining, and directly confirming the "status" of an aircraft fuel control valve (equivalently referred to herein as the "status" of an aircraft fuel line control valve) in real-time and on-demand. The presently disclosed aircraft fuel control valve status detection system can directly monitor, directly detect, directly assess, and directly confirm the "status" of an aircraft fuel line control valve (the "status" of the valve is equivalently referred to herein as the "valve condition" and / or the "valve configuration" and / or the "valve position") in order to directly determine and / or directly confirm that the "status" of an active valve in an aircraft fuel control valve assembly is in a "closed" state (e.g., a closed valve condition, a closed valve configuration, a closed valve position, etc.) or in an "open" state (e.g., an open valve condition, an open valve configuration, an open valve position, etc.) in real-time and on-demand.

[0040] The presently disclosed direct aircraft fuel control valve status detection apparatus, system, and method can operate independently of existing indirect valve position measurement systems, and in addition to existing indirect valve position measurement systems, and in concurrence with existing indirect valve position measurement systems that operate indirectly by measuring the movement of components and / or subcomponents (e.g., parts, assemblies, etc. other than the valve itself) that are physically attached to or otherwise connected with an active valve in a valve assembly. When employed in addition to or in concurrence with indirect valve monitoring systems, the present apparatus, system, and method for directly assessing the fuel control valve condition or valve "status" provides important independent and direct auxiliary fuel system monitoring redundancy to aircraft operations that can significantly impact the certainty of optimal aircraft performance, and can significantly improve flight safety.

[0041] According to the present aspects, the presently disclosed aircraft fuel control valve assembly includes an active valve that can travel and otherwise be configured to operate and "move" between a closed valve configuration (which prevents fluid flow through the valve assembly) and an open configuration (which facilitates and otherwise allows fluid flow through the valve assembly) as desired, the aircraft fuel control valve assembly further includes a valve status detection device that is contained and otherwise integrated into the aircraft fuel control valve assembly (equivalently referred to herein as the "valve assembly") and will directly determine the current valve "status" or "valve position" within the valve assembly.

[0042] Figure 1A vehicle in the form of an aircraft 10 is shown, the aircraft 10 including a fuselage 12 and wing structures 14. Each of the wing structures 14 can include Figure 1 A fuel delivery system 20 (equivalently referred to herein as "fuel system 20") not specifically shown in the middle can include a fuel supply (equivalently referred to herein as a fuel source), which can be, for example, a fuel supply housed in a fuel tank 16, wherein the fuel tank is configured to be housed within the wing structure 14, and the fuel supply and fuel delivery system is in communication with the engine 17.

[0043] As Figure 2 shown, the aircraft 10 can include a fuel system 20 (equivalently referred to herein as "aircraft fuel delivery system") for the controlled delivery of a fuel supply from, for example, one or more fuel tanks 16 (which can be located within a wing assembly of the wing structure 14) into a fuel line 22, wherein the fuel line 22 is in communication with at least one aircraft fuel control valve assembly 24, which can be in communication along the fuel line with a fuel delivery destination at, for example, an aircraft engine 17.

[0044] In accordance with the present aspects, Figure 3A and Figure 3B are cross-sectional side views of the present aircraft fuel control valve assembly 24 of the type that can be incorporated into the present aircraft fuel line control valve system. Figure 3A The presently disclosed aircraft fuel control valve assembly 24 is shown with a moveable valve 34 within the assembly, the moveable valve 34 shown in an "open" position (equivalently referred to herein as "open valve state," "open valve condition," "open valve configuration"), which can facilitate and otherwise conditionally and selectively allow fluid flow through the aircraft fuel control valve assembly and through the aircraft fuel line, the aircraft fuel line valve assembly disposed and positioned within and in the aircraft fuel line, in accordance with the present aspects.

[0045] Figure 3B The presently disclosed aircraft fuel control valve assembly 24 is shown with a moveable valve 34 within the assembly, the moveable valve 34 shown in a "closed" position (equivalently referred to herein as "closed valve state," "closed valve condition," "closed valve configuration"), which can conditionally and selectively prevent and can completely inhibit fluid flow through the aircraft fuel control valve assembly, and similarly prevent fluid flow through the aircraft fuel line assembly, the aircraft fuel line valve assembly disposed and positioned within and in the aircraft fuel line assembly.

[0046] While the fluid traveling through the aircraft fuel control valve assembly will typically be a liquid fluid flow in the form of liquid aircraft fuel, the present aspects also contemplate use of the present valve assembly and present fuel line containing the present valve assembly for the purpose of aircraft fuel line purging operations that can deliver a non-liquid fluid, such as air or other gas (e.g., nitrogen, etc.) through the aircraft fuel line and through the aircraft fuel control valve assembly.

[0047] As Figure 3A Further shown, and in accordance with the present aspects, the aircraft fuel control valve assembly 24 includes a fuel control valve housing 25 that includes a valve body 26 that includes an internal valve chamber 32 defined by an interior region within an interior of the valve body 26, wherein the valve chamber 32 is further defined by a valve inlet 28 and a valve outlet 30, and wherein the valve body 26 is positioned proximate to and between the valve inlet 28 and the valve outlet 30. Depending on the configuration of the valve “state” within the aircraft fuel control valve assembly 24, the aircraft fuel control valve assembly 24 is configured to facilitate, inhibit, impede, terminate (e.g., completely “block”), and otherwise control fluid flow (e.g., liquid or gaseous fluid flow) through an aircraft fluid line (which can be an aircraft fuel line) that includes the aircraft fuel control valve assembly.

[0048] Figure 3A Also shown is a moveable valve 34 that is shown in Figure 3A but is not limited to a ball valve. As Figure 3A shown, the moveable valve 34 is configured to be sized such that the ball valve includes an incomplete spherical dimension about its three-dimensional spherical periphery, such that through rotational movement (which can be reciprocating rotational movement) of the ball valve, a valve state can be established in the valve chamber 32 in which the moveable valve is placed, either being an “open” valve state or a “closed” valve state as the ball valve moves through a range of rotational movement between the “open” valve state and the “closed” valve state.

[0049] In this “open” valve state, fluid flow 23 from, for example, a fluid supply, which can be, for example, a fuel supply (equivalently also referred to herein as a “fuel source”) that can be held within a fuel tank, and which fuel supply is not in Figure 3AAs shown in the figure - advancing and otherwise directing through fluid line 22 from a fluid supply to aircraft fuel control valve assembly 24, where the fuel supply is configured to enter aircraft fuel control valve assembly 24 at valve inlet 28 (equivalently referred to herein as "aircraft fuel control valve assembly inlet 28"). When movable valve 34 is in the "open" state, a passage of fluid flow 23 through valve chamber 32 of aircraft fuel control valve assembly 24 is established, and fluid flow 23 travels into and through valve chamber 32, and then from (e.g., out of) valve chamber 32 and aircraft fuel control valve assembly 24 through valve outlet 30 (equivalently referred to herein as "aircraft fuel control valve assembly outlet 30").

[0050] According to the present aspect, the presently disclosed aircraft fuel control valve assembly is configured to determine valve "state" (i.e., valve "condition") in real-time, on-demand, and / or continuously, directly, decisively, and independently, by directing primary electromagnetic energy from an electromagnetic energy emitter to an electromagnetic energy receiver, which can be a beam of electromagnetic energy (e.g., "light" form), which can include, for example, a beam of light. According to the present aspect, the emitter and receiver can be located at one end of, for example, an optical fiber cable, where the emitter assembly and / or receiver assembly further include electronics and support architecture (which can be in communication with the optical fiber cable), which can be physically located outside of the valve housing, including physically outside of the valve chamber.

[0051] According to the present aspect, at least one electromagnetic energy emitter is integrated into and positioned in the valve assembly at a location outside of one end of the valve body that includes the valve chamber (e.g., the inlet end or the outlet end of the chamber), where at least one electromagnetic energy receiver is integrated into and positioned in the valve assembly at a location outside of the opposite end of the valve body and the valve chamber (e.g., the inlet end or the outlet end of the chamber that is linearly opposite the location of the electromagnetic energy emitter), where the at least one electromagnetic energy receiver is further positioned opposite and facing the electromagnetic energy emitter so as to receive a beam of emitted electromagnetic energy from, for example, the electromagnetic energy emitter.

[0052] According to the present aspects, a primary electromagnetic energy emitter configured to emit and direct a beam of electromagnetic energy is paired with a primary electromagnetic energy receiver positioned and otherwise configured to receive the emitted beam of electromagnetic energy from the emitter that passes through and is transmitted within the valve chamber in an open valve state. Because the emitter and receiver are located in opposing positions to one another and on opposite sides of the valve chamber from one another (e.g., in opposing positions on opposite sides of the valve chamber), the emitted beam of electromagnetic energy (e.g., emitted from the emitter) can only be received by the receiver when the valve is in an open “state” (because if the valve is in a “closed” position (e.g., closed state), the emitted beam of electromagnetic energy will be “blocked” from successfully passing through the length / width of the valve chamber; a “closed” position is a valve position in which the beam of electromagnetic energy will not be able to enter and / or pass through the valve chamber in an unrestricted manner, and the beam of electromagnetic energy will not be able to reach and be received by the receiver).

[0053] As Figure 3A shown, according to the present aspects, to enable an emitted substantially linear beam of electromagnetic energy to enter and pass through the valve chamber (e.g., from one end of the valve chamber to the other, equivalently referred to herein as the valve chamber length and / or valve chamber width), according to one orientation, a primary electromagnetic energy emitter 42, including or in communication with a primary electromagnetic energy source 41, is integrated into the valve outlet 30, where the primary electromagnetic energy emitter 42 is shown positioned to deliver a primary beam of electromagnetic energy 42a into, through, and across the valve chamber 32 and directly toward a primary electromagnetic energy receiver 44.

[0054] Because the primary beam of electromagnetic energy 42a (which can be, for example, a collimated beam of light) can travel in a substantially linear direction, as Figure 3A shown, the primary emitter can be positioned at an angle (indicated by θ1 in Figure 3A shown) relative to a horizontal axis of the flow path through the valve assembly (indicated by 1 in Figure 3A shown) such that the substantially linear beam of light (e.g., straight beam of light) can travel from the emitter across the valve chamber and be received by the receiver, which is positioned within or just outside of the valve chamber and positioned “opposite” or “opposed” to the emitter and at a distance from the emitter that can be approximately equal to or slightly greater than the length of the valve chamber. When the active valve in the valve chamber (and thus the valve chamber itself) is configured in an “open” valve state, the directional orientation of the emitted beam of light across the valve chamber is shown in Figure 3A as a substantially diagonal directional orientation across and through the valve chamber.

[0055] According to the present aspects, the aircraft fuel control valve assembly can include more than one integrated transmitter / receiver pair for at least the purpose of providing overall redundancy in the valve assembly, such that if one transmitter or receiver temporarily fails, for example, a second transmitter / receiver pair can be activated and operated to continue to directly assess the "state" of the valve in the present aircraft fuel control valve assembly as "open" or "closed," etc. For purposes of the present, when two transmitter / receiver pairs are present in the system and assembly, the two transmitter / receiver pairs are described and designated as including a "primary" and a "secondary" electromagnetic energy transmitter configured to emit and otherwise direct respective "primary" and "secondary" electromagnetic energy beams to respective "primary" and "secondary" electromagnetic energy receivers.

[0056] Figure 3B and Figure 3A A single transmitter / receiver pair designated, described and recited as a "primary" electromagnetic energy transmitter 42 and a "primary" electromagnetic energy receiver 44 is shown in Figure 3B and Figure 5A For purposes of providing, for example, system redundancy, as described herein, Figure 5B and Figure 3A Two transmitter / receiver pairs designated, described and recited as a "primary" electromagnetic energy transmitter 142 and a "primary" electromagnetic energy receiver 144 are shown, as well as a "secondary" electromagnetic energy transmitter 152 and a "secondary" electromagnetic energy receiver 154 integrated and otherwise incorporated into the present aircraft fuel control valve assembly, wherein the secondary electromagnetic energy receiver 154 is configured to receive electromagnetic energy from a primary energy source via the primary electromagnetic energy transmitter 142 and / or from a secondary energy source via the secondary electromagnetic energy transmitter 152.

[0057] As shown in Figure 3B and Figure 3A and as described herein, even though one transmitter / receiver pair 42, 44 is integrated into the aircraft fuel control valve assembly 24 (and no "secondary" transmitter / receiver pair is present in the aircraft fuel control valve assembly 24), the electromagnetic energy transmitter 42 is equivalently referred to herein as a "primary" electromagnetic energy transmitter 42; and the electromagnetic energy receiver 44 is equivalently referred to herein as a "primary" electromagnetic energy receiver 44.

[0058] In operation, according to the present aspects, as Figure 3AAs shown, the movable valve 34 of the aircraft fuel control valve assembly 24 can be fixed into an aircraft fuel line, where the movable valve 34 is configured to an open state to cause the aircraft fuel control valve assembly 24 to be in an open state that allows a controlled fluid flow 23 to enter, pass through, and exit a valve chamber 32 and a valve outlet 30 of the aircraft fuel control valve assembly 24. The primary electromagnetic energy emitter 42 is integrated into the fuel control valve housing 25 at a location at the valve outlet 30 and is positioned at a selected angle to direct a primary electromagnetic energy beam 42a in a substantially linear and diagonal direction into a portion of the valve outlet 30, into and completely through the valve chamber 32, and into a portion of the valve inlet 28 where the electromagnetic energy receiver 44 is positioned.

[0059] According to the present aspects, the primary electromagnetic energy emitter 42 can be, can include, or can be in communication with an electromagnetic energy source. That is, the primary electromagnetic energy emitter 42 can emit and / or launch electromagnetic energy from the emitter 42 into a flow path established within the aircraft fuel control valve assembly 24. The established flow path can include the valve inlet, the valve chamber (established within the valve body), and the valve outlet. In one example, the emitted electromagnetic energy from the primary electromagnetic energy emitter 42 is emitted as a primary electromagnetic energy beam 42a (equivalently referred to herein as a “primary beam 42a”) at a wavelength range of about 850 nm to about 1550 nm. The primary beam can be generated from a light source, which can be and is not intended to be limited to, for example, a laser, a light emitting diode (LED), and the like, which can be in communication with a power source (e.g., a battery, and the like) or which can itself include a power source (e.g., a battery, and the like).

[0060] The primary beam 42a is selected to be generated and emitted from the primary emitter at an intensity and wavelength sufficient for the primary beam to travel from the primary emitter and be received by the primary receiver, and this is disclosed more fully herein. That is, the primary beam is selected to travel a distance within the aircraft fuel control valve assembly from the primary emitter to the primary receiver.

[0061] Additionally, recognizing that when the valve assembly is in an open state, the fluid flow (e.g., liquid fuel, gas, and the like) of operation will pass through the flow path of the valve assembly in the valve open state, the primary beam is further configured to have an intensity and wavelength sufficient to pass through the material of the primary active flow, which can simultaneously enter, pass through, and exit the aircraft fuel control valve assembly.

[0062] Further, as the liquid flow through the present control valve assembly can be aircraft fuel, the present aspects contemplate that the electromagnetic energy beam (e.g., can be a light beam) does not substantially generate heat, and further has an intensity and wavelength that does not adversely affect the flow of volatile aircraft fuel or fuel vapor through the present aircraft fuel control valve assembly. In one current example, the light beam can be generated by an emitter and received by a receiver, where the light beam has a light intensity including a maximum power level of 200 mW, where a minimum power level is dependent upon receiver noise level, etc., and where the electromagnetic energy can be in the form of electromagnetic energy that is light, which can also be in the form of an electromagnetic energy light beam having a wavelength range from about 850 nm to about 1550 nm.

[0063] As Figure 3B shown in an open valve assembly configuration, the aircraft fuel control valve assembly 24 includes a primary electromagnetic energy receiver 44 that is integrated into the fuel control valve housing 25 and is further configured to receive a primary light beam 42a directed through the valve chamber 32, e.g., from the primary electromagnetic energy emitter 42. The primary electromagnetic energy receiver 44 (equivalently referred to herein as a “primary receiver”) can be a photodetector, which can be a fiber optic link to a photodetector (equivalently referred to herein as a “photo sensor”) selected to receive, sense, and otherwise detect the primary light beam 42a emitted from the primary electromagnetic energy emitter 42.

[0064] The photodetector is further capable of generating and transmitting a signal from the receiver upon receipt of the emitted light beam from the emitter, which signal indicates that the light beam from the emitter was received, and further indicates that the active valve in the aircraft fuel control valve assembly is in an “open” configuration. The photodetector can be and / or can include, but is not limited to, for example, a MSM photodetector, a photodiode, an avalanche photodiode (APD), a phototransistor, a charge-coupled device (CCD), a CMO image sensor (CIS), a photomultiplier tube (PMT), etc.

[0065] According to the present aspects, when the active valve 34 of the aircraft fuel control valve assembly is operatively configured into a “closed” state, as Figure 3B shown in FIG. 3, the flow of fluid that attempts to pass or is otherwise directed along and through the flow path of the fuel line containing the present aircraft fuel control valve assembly will be impeded and otherwise completely “blocked” so as to effectively terminate fluid flow through the control valve assembly. As Figure 3A shown in FIG. 3, the active valve 34 (shown as a movable ball valve) is shown as having now been “moved” through a range of motion from an “open” active valve configuration and / or position and / or “state” (which can facilitate the flow of fluid therethrough, as Figure 3B shown in FIG. 2) into a Figure 4The illustrated "closed" active valve configuration can completely block and effectively terminate fluid flow 23 (e.g., fluid flow through the fluid flow path) through the aircraft fuel control valve assembly 24. In addition to blocking the fluid flow path through the valve assembly, in the "closed" valve configuration, the primary light beam 42a emitted from the primary electromagnetic energy emitter (which is located on one side of the valve chamber) will also be "blocked" from entering and passing through the valve chamber 32 such that the primary light beam 42a cannot reach and be received by the primary electromagnetic energy receiver 44 (e.g., located at a position on the opposite side of the valve chamber beyond or outside of the valve chamber relative to the emitter position).

[0066] Figure 4 is a block diagram illustrating the present aircraft fuel control valve status detection system 40 (equivalently referred to herein as "valve status detection system 40"). As Figure 4 illustrated, the valve status detection system 40 includes the presently disclosed aircraft fuel control valve assembly 24, which includes a primary electromagnetic energy emitter 42 having or otherwise in communication with an electromagnetic energy source 41. In accordance with the present aspects, when the valve status detection system 40 is in operation, the primary electromagnetic energy emitter 42 is configured to deliver a primary electromagnetic energy beam 42a and direct the beam 42a to a primary electromagnetic energy receiver 44 contained within the aircraft fuel control valve assembly 24.

[0067] In one example, in an "open" valve condition, upon receipt of the directed primary electromagnetic energy beam 42a, the primary electromagnetic energy receiver 44 generates a valve condition primary signal 44a (equivalently referred to as "fuel control valve condition primary signal 44a" and "valve status primary signal 44a" and "fuel control valve status primary signal 44a"), where the generated valve condition primary signal 44a is delivered to a processor 46 (illustrated in Figure 5A as integrated into the aircraft fuel control valve assembly 24 and can also be located external to and / or remote from the aircraft fuel control valve assembly 24), where the processor 46 is configured to interpret the valve condition primary signal 44a. In the present example, the processor 46 is also configured to generate a processor signal 48 and send the processor signal 48 to one or more readouts 50, which can be located, for example, internal or external to the valve status detection system 40. In accordance with the present example, depending on the type of active valve present in the aircraft fuel control valve assembly 24, an actuator 36 can be connected with the active valve.

[0068] In accordance with a further aspect of the present application (and, for example, to provide at least selected equipment and system redundancies), the presently disclosed aircraft fuel control valve condition detection system 40 and the aircraft fuel control valve assembly 24 contained therein can further include more than one electromagnetic energy emitter / electromagnetic energy receiver "pair" located and otherwise positioned within the aircraft fuel control valve assembly 24 to transmit and receive additional beams of electromagnetic energy. The aspects shown in the figures herein are not intended to limit the number of emitter / receiver "pairs" and are not otherwise intended to limit the number of beams of electromagnetic energy (e.g., light) transmitted and received. Figure 5B and Figure 5A A non-limiting example of the present application is shown which illustrates two (2) electromagnetic energy emitters / electromagnetic energy receivers "pairs" designated as "primary" and "secondary" electromagnetic energy emitters / electromagnetic energy receivers "pairs" configured to respectively transmit and receive primary and secondary beams of electromagnetic energy.

[0069] Figure 5B and Figure 5A Both depict the present aircraft fuel control valve assembly 124 in an "open valve condition". In Figure 3A , the primary beam of electromagnetic energy 142a (which can be a beam of light) is generated, transmitted and received in a manner and operation similar to that described herein in connection with the present aircraft fuel control valve assembly 24 shown in Figure 5A . Further, as shown in Figure 5A , the secondary electromagnetic energy emitter and the secondary electromagnetic energy receiver are integrally positioned in the fuel control valve housing 125 of the aircraft fuel control valve assembly 124.

[0070] As shown in Figure 5B , the secondary beam of electromagnetic energy is not generated by the secondary electromagnetic energy emitter. In Figure 5A , the secondary beam of electromagnetic energy 152a (which can be a beam of light) is shown as being generated and transmitted by the secondary electromagnetic energy emitter 152, wherein the secondary beam of electromagnetic energy 152a is received by the secondary electromagnetic energy receiver 154; and wherein the secondary beam of electromagnetic energy 152a is directed within the valve chamber 132 in a beam direction opposite that of the primary beam of electromagnetic energy 142a (shown in Figure 5A ). Additionally, in accordance with the present application, the secondary beam of electromagnetic energy 152a from the secondary electromagnetic energy emitter 152 can be sensed by the primary electromagnetic energy receiver 144 in order to provide a built-in test (BIT) capability to the primary receiver system. Also, as described herein, the secondary electromagnetic energy receiver 154 can "built-in test check" the proper operational condition of the primary electromagnetic energy emitter 142. This "built-in test" of the present system provides further system redundancy to ensure that the present detection system does not fail in the event that the valve assembly is detected as having failed.

[0071] Back Figure 5A And, in accordance with the present aspects, the aircraft fuel control valve assembly 124 includes a fuel control valve housing 125 that includes a valve body 126 that includes an internal valve chamber 132 within the valve body 126, where the valve body 126 is positioned proximate to and between the valve inlet 128 and the valve outlet 130. Depending on the configuration of the valve "state" within the aircraft fuel control valve assembly 124, the aircraft fuel control valve assembly 124 is configured to facilitate, impede, terminate (e.g., completely "block") and otherwise control fluid flow (e.g., liquid or gaseous fluid flow) through an aircraft fluid line (which can be an aircraft fuel line) that includes the aircraft fuel control valve assembly.

[0072] Figure 5A Also shown is a movable valve 134, which is shown in Figure 5A but is not limited to a ball valve. As Figure 5A shown, the movable valve 134 is configured to be sized such that the ball valve includes an incomplete spherical dimension about its three-dimensional spherical perimeter, such that with rotational movement of the ball valve, a valve chamber 132 (in which the movable valve is placed) can be established in an "open" state. In this "open" valve state, a fluid flow 123 (from, for example, a fluid supply (which can be, for example, a supply of fuel held within a fuel tank, and not shown in Figure 5A )) travels from the fluid supply through the fluid line 22 to the aircraft fuel control valve assembly 124 and into the aircraft fuel control valve assembly 124 at the valve inlet 128. When the movable valve 134 is in the "open" state, a passage of the fluid flow through the valve chamber 132 of the aircraft fuel control valve assembly 124 is established, and the fluid flow 23 travels into and through the valve chamber 132 and then proceeds from the valve chamber 132 through the valve outlet 130.

[0073] As Figure 5A shown, and in accordance with the present aspects, in order for an emitted substantially linear electromagnetic energy beam to enter and pass through the valve chamber (e.g., from one "end" or "side" of the valve chamber to the other "end" or "side"), in accordance with one orientation, a primary electromagnetic energy emitter 142 that includes a primary electromagnetic energy source 141 is integrated into the valve outlet 130 of the fuel control valve housing 125, where the primary electromagnetic energy emitter 142 is shown positioned to deliver a primary electromagnetic energy beam 142a into and across the valve chamber 132 and directly toward a primary electromagnetic energy receiver 144. Since the primary electromagnetic energy beam 142a (which can be, for example, a collimated light beam) can travel in a substantially linear direction, as Figure 5AAs shown, therefore, when the movable valve 134 in the valve chamber 132 and the valve chamber itself are configured in an "open" state, the primary emitter can be positioned across the valve chamber at an orientation that is approximately 180 degrees from the primary receiver (e.g., in a straight line or "linearly") in an orientation that can be a diagonal orientation across and through the valve chamber.

[0074] In operation, in accordance with the present aspects, as Figure 5A shown, the movable valve 134 of the aircraft fuel control valve assembly 124 can be secured into the aircraft fuel line and can otherwise be placed in communication with the aircraft fuel line, with the movable valve 134 configured in an open state to cause the aircraft fuel control valve assembly 124 to be in an open state that allows for the controlled fluid flow 23 to enter, pass through, and exit the valve chamber 132 of the aircraft fuel control valve assembly 124. The primary electromagnetic energy emitter 142 is integrated into the fuel control valve housing 125 and is positioned to direct the primary electromagnetic energy beam 142a in a substantially linear and diagonal direction into a portion of the valve outlet 130, into and completely through the valve chamber 132, and into a portion of the valve inlet 128 at which the primary electromagnetic energy beam reaches and is received by the primary electromagnetic energy receiver 144.

[0075] Figure 5B Also shown is the aircraft fuel control valve assembly 124 including a secondary electromagnetic energy emitter 152 positioned at and / or near and / or immediately adjacent to the location of the primary electromagnetic energy receiver 144. As Figure 5A shown, the aircraft fuel control valve assembly 124 also includes a secondary electromagnetic energy receiver 154 positioned at and / or near and / or immediately adjacent to the location of the primary electromagnetic energy emitter 142.

[0076] Figure 5B An aircraft fuel control valve assembly 124 of the type as Figure 5A shown is shown, but the primary electromagnetic energy emitter 142 is not operating and is not emitting or directing a primary beam 142a. Rather, as Figure 5A shown, and in accordance with the present example, the secondary electromagnetic energy emitter 152 is shown to generate and deliver a secondary electromagnetic energy beam (e.g., in the form of a secondary beam 152a) to the secondary electromagnetic energy receiver 154. The secondary beam 152a is shown to travel in a secondary beam direction that is opposite to the direction of the primary beam 142a (shown in Figure 5B ).

[0077] Although in Figure 6 and Figure 7The primary and secondary transmitter / receiver pairs can be located at different locations from one another, but according to the present aspects, such that the primary and secondary light beams (which can travel in opposite directions along the same light beam path) do not occupy the same light beam path or travel along the same light beam path (albeit in generally opposite directions). For example, in one present example, the primary and secondary transmitter / receiver pairs can produce the primary and secondary beams simultaneously (both primary and secondary beams are produced and operated simultaneously).

[0078] In another present example, the primary and secondary transmitter / receiver pairs can produce the primary and secondary beams one at a time; the primary transmitter / receiver pair or the secondary transmitter / receiver pair produces their respective primary and secondary beams only in the event of a failure of components in the primary transmitter / receiver "pair" or the secondary transmitter / receiver "pair". That is, according to the present aspects, the presently disclosed aircraft fuel control valve assemblies and the present valve condition detection systems incorporating the same provide a number of elements of system safety and redundancy with respect to decisively monitoring valve "condition" or status through the ability to directly monitor and directly assess valve condition independent of and in addition to existing valve monitoring systems and devices, which can indirectly assess valve condition by measuring components attached to or otherwise in communication with the valve itself (e.g., actuators attached or in communication with the valve itself, etc.). As described herein, such typical indirect valve monitoring operations can inaccurately assess valve "condition" in the event, for example, that the physical actuation means is decoupled from the valve or otherwise unable to drive movement of the valve. In such indirect valve condition monitoring systems, physical and / or mechanical decoupling of the monitored element connected to the valve can result in the system being unable to accurately reflect the current positioning of the valve in the fuel line valve assembly.

[0079] Additionally, within the presently disclosed aircraft fuel control valve assemblies, multiple electromagnetic energy beam transmitter / receiver pairs can be incorporated to provide redundancy with respect to continued monitoring of valve condition or "status" in the event of a failure of elements of one electromagnetic energy beam transmitter / receiver pair, etc.

[0080] As described herein, the light beam intensity and light wavelength are selected to ensure that the light beam can travel through the distance from the emitter to the receiver, can travel through the flow path that is simultaneously occupied by the fluid flow, and will not chemically or otherwise interfere with the liquid flow, which can be a fuel flow. The distance that the light beam travels between the emitter and the receiver is influenced by the size of the valve chamber and the overall size of the aircraft fuel control valve assembly. In one present example, the valve chamber can have a width ranging from about 2 inches to about 4 inches. In another present example, the diagonal light beam path from the emitter to the receiver can have a distance ranging from about 4 inches to about 5 inches. In another present example, the valve chamber can have a diameter of about 2 inches, the valve chamber also including a length measured from the inlet to the outlet of about 5 inches (e.g., having a valve body length of about 5 inches).

[0081] According to the present aspects, the electromagnetic energy emitter and the electromagnetic energy receiver that can be integrated into the fuel control valve housing can be removable from the housing, e.g., to facilitate maintenance, replacement, inspection, etc. of the emitter and / or receiver. In one example, both the emitter and the receiver are configured to be incorporated into the fuel control valve housing. In another present example, the emitter and the receiver can be fixedly attached to the interior of the fuel control valve housing.

[0082] Figure 8 、 Figure 6 and Figure 7 is a flowchart outlining the present method for directly and independently monitoring an aircraft fuel valve condition in an aircraft fuel control valve assembly in real-time and on-demand. Figure 8 The present aspects are outlined with respect to the present method 200 for directly monitoring an aircraft fuel valve condition in an aircraft fuel control valve assembly, wherein the method 200 includes positioning 202 a presently disclosed aircraft fuel control valve assembly of the type disclosed herein in an aircraft fuel line, wherein the aircraft fuel control valve assembly includes an aircraft fuel control valve housing. The method 200 also includes generating 204 electromagnetic energy, which can be a primary electromagnetic energy beam, and which can be a light beam at a primary electromagnetic energy emitter (and which can be a primary electromagnetic energy light beam); emitting 206 the primary electromagnetic energy beam from the primary electromagnetic energy emitter and into the valve chamber to form an emitted primary electromagnetic energy beam; receiving 208 the emitted primary electromagnetic energy beam at a primary electromagnetic energy receiver that is emitted from the primary electromagnetic energy emitter; and directly monitoring 210 the aircraft fuel valve condition based on at least one of the emitted primary electromagnetic energy beam being received and not received by the primary electromagnetic energy receiver.

[0083] Figure 6An aspect directed to the present method 300 is summarized, the present method 300 includes elements of the method 200, and further includes: generating 302 a fuel control valve condition primary signal at the primary electromagnetic energy receiver upon receipt 210 of the transmitted primary electromagnetic energy beam by the primary electromagnetic energy receiver; and interpreting 304 the fuel control valve condition primary signal to form an interpreted fuel control valve condition primary signal (e.g., via a processor configured to interpret the fuel control valve condition primary signal sent from the receiver to the processor), wherein the interpreted fuel control valve condition primary signal corresponds to an aircraft fuel control valve state, wherein the aircraft fuel control valve state includes at least one of an aircraft fuel control valve open configuration and an aircraft fuel control valve closed configuration.

[0084] Figure 7 An aspect directed to the present method 400 is summarized, the present method 400 includes elements of both the present methods 200 and 300, and further includes transmitting 402 the interpreted fuel control valve condition primary signal to a reader, which includes transmitting the interpreted fuel control valve condition primary signal interpreted by the processor to at least one reader.

[0085] In another aspect, in the present methods 200, 300, 400, receipt of the transmitted primary electromagnetic energy beam by the primary electromagnetic energy receiver evidences the aircraft fuel control valve open configuration.

[0086] In another aspect, in the present methods 200, 300, 400, non-receipt of the transmitted primary electromagnetic energy beam by the primary electromagnetic energy receiver evidences the aircraft fuel control valve closed configuration.

[0087] According to the present aspects, the present methods 200, 300, 400, respectively, Figure 8 , Figure 1 , Figure 2 The present methods 200, 300, 400 shown and disclosed herein can employ the aircraft fuel control valve assembly of the present disclosure and the aircraft fuel control valve state detection system of the present disclosure shown and described herein in one or more of Figure 3A , Figure 3B , Figure 4 , Figure 5A , Figure 5B , ​ and ​ .

[0088] Embodiments of the present disclosure are set forth in the following paragraphs.

[0089] 1. An aircraft fuel control valve assembly (24), the aircraft fuel control valve assembly (24) comprising:

[0090] a fuel control valve housing (25) including:

[0091] valve body (26);

[0092] valve inlet (28);

[0093] valve outlet (30);

[0094] valve chamber (32) established by an area within the aircraft fuel control valve assembly, the valve chamber further established between the valve inlet and the valve outlet;

[0095] movable valve (34) positioned substantially within the valve chamber (32);

[0096] primary electromagnetic energy emitter (42) integrated into the aircraft fuel control valve assembly, the primary electromagnetic energy emitter configured to direct a primary electromagnetic energy beam (42a) from the primary electromagnetic energy emitter into and across the valve chamber, the primary electromagnetic energy emitter further comprising an electromagnetic energy source; and

[0097] primary electromagnetic energy receiver (44) integrated into the aircraft fuel control valve assembly, the primary electromagnetic energy receiver configured to receive the primary electromagnetic energy beam from the primary electromagnetic energy emitter, the primary electromagnetic energy receiver configured to generate a valve condition primary signal (44a).

[0098] 2. The aircraft fuel control valve assembly of paragraph 1, wherein the movable valve is configured to include an operating range of motion between an open valve configuration and a closed valve configuration.

[0099] 3. The aircraft fuel control valve assembly of paragraph 2, further comprising an actuator (36) in communication with the movable valve, the actuator configured to move the movable valve between the open valve configuration and the closed valve configuration.

[0100] 4. The aircraft fuel control valve assembly (124) of paragraph 2, further comprising:

[0101] secondary electromagnetic energy emitter (152) integrated into the aircraft fuel control valve assembly (124), the secondary electromagnetic energy emitter configured to direct a secondary electromagnetic energy beam (152a) from the secondary electromagnetic energy emitter into the valve chamber (132), the secondary electromagnetic energy emitter further comprising an electromagnetic energy source; and

[0102] a secondary electromagnetic energy receiver (154) integrated into the aircraft fuel control valve assembly, the secondary electromagnetic energy receiver configured to receive at least one of the primary electromagnetic energy beam from the primary electromagnetic energy emitter and the secondary electromagnetic energy beam from the secondary electromagnetic energy emitter, the secondary electromagnetic energy receiver configured to generate a valve condition secondary signal (154a).

[0103] 5. The aircraft fuel control valve assembly of paragraph 2, wherein the electromagnetic energy source is at least one of a laser and a light emitting diode, the electromagnetic energy source configured to generate a light beam to form a generated light beam, the generated light beam comprising a wavelength ranging from about 850 nm to about 1550 nm.

[0104] 6. The aircraft fuel control valve assembly of paragraph 4, wherein the primary electromagnetic energy emitter is in communication with a primary electromagnetic energy source (41), the primary electromagnetic energy source comprising at least one of a laser and a light emitting diode, the primary electromagnetic energy source configured to generate a light beam to form a generated light beam, the generated light beam having a wavelength ranging from about 850 nm to about 1550 nm.

[0105] 7. The aircraft fuel control valve assembly of paragraph 5, wherein when the movable valve is in the open valve configuration, the generated light beam extends from the primary electromagnetic energy emitter to the primary electromagnetic energy receiver along a substantially straight line, the substantially straight line extending from the primary electromagnetic energy emitter through the valve chamber to the primary electromagnetic energy receiver.

[0106] 8. The aircraft fuel control valve assembly of paragraph 5, wherein when the movable valve is in the open valve configuration, the generated light beam is configured to extend from the primary electromagnetic energy emitter to the primary electromagnetic energy receiver diagonally through the valve chamber.

[0107] 9. An aircraft (10) comprising the aircraft fuel control valve assembly of paragraph 1.

[0108] 10. An aircraft (10) comprising the aircraft fuel control valve assembly of paragraph 4.

[0109] 11. An aircraft fuel line control valve assembly status detection system (40) for determining an aircraft fuel control valve assembly status, the aircraft fuel line control valve assembly status detection system comprising:

[0110] an aircraft fuel control valve assembly (24) positioned within an aircraft fuel line (22), the aircraft fuel control valve assembly comprising:

[0111] a fuel control valve housing (25) comprising:

[0112] a valve body (26);

[0113] a valve inlet (28);

[0114] a valve outlet (30);

[0115] a valve chamber (32) established by an area within the aircraft fuel control valve assembly, the valve chamber further established between the valve inlet and the valve outlet;

[0116] a moveable valve (34) positioned substantially within the valve chamber (32);

[0117] a primary electromagnetic energy emitter (42) integrated into the aircraft fuel control valve assembly, the primary electromagnetic energy emitter configured to direct a primary electromagnetic energy beam (42a) from the primary electromagnetic energy emitter into and across the valve chamber, the primary electromagnetic energy emitter further comprising an electromagnetic energy source; and

[0118] a primary electromagnetic energy receiver (44) integrated into the aircraft fuel control valve assembly, the primary electromagnetic energy receiver configured to receive the primary electromagnetic energy beam from the primary electromagnetic energy emitter, the primary electromagnetic energy receiver configured to generate a valve condition primary signal (44a); and

[0119] a processor (46) in communication with the primary electromagnetic energy receiver, the processor configured to receive the valve condition primary signal, the processor further configured to interpret the valve condition primary signal generated by the primary electromagnetic energy receiver to form an interpreted moveable valve condition primary signal, the interpreted moveable valve condition primary signal corresponding to the aircraft fuel control valve assembly state.

[0120] 12. The aircraft fuel line control valve assembly state detection system of paragraph 11, wherein the electromagnetic energy source is at least one of a laser and a light emitting diode, the laser and the light emitting diode configured to generate a light beam having a wavelength ranging from about 850 nm to about 1550 nm.

[0121] 13. The aircraft fuel line control valve assembly state detection system of paragraph 11, further comprising:

[0122] a reader in communication with the processor.

[0123] 14. The aircraft fuel line control valve assembly status detection system of paragraph 11, further comprising a valve actuator in direct communication with the movable valve, the actuator configured to move the movable valve between an open valve configuration and a closed valve configuration.

[0124] 15. The aircraft fuel line control valve assembly status detection system of paragraph 13, further comprising:

[0125] a secondary electromagnetic energy emitter (152) integrated into the aircraft fuel control valve assembly (124), the secondary electromagnetic energy emitter configured to direct a secondary electromagnetic energy beam (152a) from the secondary electromagnetic energy emitter into and across the valve chamber (132), the secondary electromagnetic energy emitter further comprising a secondary electromagnetic energy source; and

[0126] a secondary electromagnetic energy receiver (154) integrated into the aircraft fuel control valve assembly, the secondary electromagnetic energy receiver configured to receive at least one of the primary electromagnetic energy beam from the primary electromagnetic energy emitter and the secondary electromagnetic energy beam from the secondary electromagnetic energy emitter, the secondary electromagnetic energy receiver configured to generate a valve condition secondary signal (154a).

[0127] 16. The aircraft fuel line control valve status detection system of paragraph 15, wherein the secondary electromagnetic energy source is configured to generate a light beam having a wavelength ranging from about 850 nm to about 1550 nm.

[0128] 17. A method (200) for directly monitoring an aircraft fuel control valve assembly status in an aircraft fuel control valve assembly, the method comprising:

[0129] positioning (202) the aircraft fuel control valve assembly in an aircraft fuel line, the aircraft fuel control valve assembly comprising:

[0130] a fuel control valve housing (25) comprising:

[0131] a valve body (26);

[0132] a valve inlet (28);

[0133] a valve outlet (30);

[0134] a valve chamber (32) established by an area within the fuel control valve housing, the valve chamber further established between the valve inlet and the valve outlet;

[0135] An active valve (34) is substantially positioned within the valve chamber (32);

[0136] A main electromagnetic energy transmitter (42), integrated into the aircraft fuel control valve assembly, the main electromagnetic energy transmitter being configured to guide a main electromagnetic energy beam (42a) from the main electromagnetic energy transmitter into and across the valve chamber, the main electromagnetic energy transmitter also including an electromagnetic energy source; and

[0137] A main electromagnetic energy receiver (44) is integrated into the aircraft fuel control valve assembly. The main electromagnetic energy receiver is configured to receive the main electromagnetic energy beam from the main electromagnetic energy transmitter and to generate a valve status main signal (44a).

[0138] A (204) main electromagnetic energy beam is generated at the main electromagnetic energy transmitter;

[0139] The main electromagnetic energy beam is emitted from the main electromagnetic energy transmitter (206) into the valve chamber to form the emitted main electromagnetic energy beam;

[0140] The main electromagnetic energy beam emitted from the main electromagnetic energy transmitter is received (208) at the main electromagnetic energy receiver; and

[0141] The status of the aircraft fuel control valve assembly is directly monitored (210) based on at least one of the following: receiving or not receiving the transmitted main electromagnetic energy beam by the main electromagnetic energy receiver.

[0142] 18. According to the method (300) in paragraph 17, when the main electromagnetic energy receiver receives the emitted main electromagnetic energy beam, the method further includes:

[0143] A (302) fuel control valve status master signal is generated at the main electromagnetic energy receiver; and

[0144] The fuel control valve status master signal (304) is interpreted to form an interpreted fuel control valve status master signal, the interpreted fuel control valve status master signal corresponding to the aircraft fuel control valve assembly status, the aircraft fuel control valve assembly status including at least one of an aircraft fuel control valve open configuration and an aircraft fuel control valve closed configuration.

[0145] 19. The method (400) according to paragraph 18, the method (400) further includes:

[0146] The interpreted fuel control valve status master signal is directed (402) to the reader.

[0147] 20. The method of paragraph 18, wherein the reception of the primary electromagnetic energy beam by the primary electromagnetic energy receiver proves the aircraft fuel control valve open configuration.

[0148] The term "substantially" as used herein means that a particular physical element, physical positioning, and / or physical shape, orientation, etc. is more or less completely or nearly achieved. That is, for example, an angular value described as "substantially 180 degrees" according to the present aspects implies "nearly" 180 degrees. Similarly, a "substantially linear direction" implies a "nearly" linear or "straight" direction. Still further, an element "substantially" positioned within a valve chamber implies that the element is more or less entirely and / or more or less completely contained within the valve chamber.

[0149] Of course, the present aspects can be carried out in other ways than those specifically set forth herein without departing from essential characteristics of the disclosure. The present aspects are to be considered in all respects as illustrative and not restrictive, and all changes coming within the meaning and equivalency range of the appended claims are intended to be embraced therein.

Claims

1. An aircraft fuel control valve assembly (24), said aircraft fuel control valve assembly (24) comprising: a fuel control valve housing (25), said fuel control valve housing comprising: a valve body (26); a valve inlet (28); a valve outlet (30); a valve chamber (32), said valve chamber being established by an area within said aircraft fuel control valve assembly, said valve chamber being further established between said valve inlet and said valve outlet; a movable valve (34), said movable valve being positioned substantially within said valve chamber (32); a primary electromagnetic energy emitter (42), said primary electromagnetic energy emitter (42) being integrated into said aircraft fuel control valve assembly, said primary electromagnetic energy emitter being configured to direct a primary electromagnetic energy beam (42a) from said primary electromagnetic energy emitter into and across said valve chamber, said primary electromagnetic energy emitter further comprising an electromagnetic energy source; and a primary electromagnetic energy receiver (44), said primary electromagnetic energy receiver (44) being integrated into said aircraft fuel control valve assembly, said primary electromagnetic energy receiver being configured to receive said primary electromagnetic energy beam from said primary electromagnetic energy emitter, said primary electromagnetic energy receiver being configured to generate a valve condition primary signal (44a).

2. The aircraft fuel control valve assembly of claim 1, wherein, said movable valve being configured to include an operating range of motion between an open valve configuration and a closed valve configuration.

3. The aircraft fuel control valve assembly of claim 2, further comprising an actuator (36), said actuator being in communication with said movable valve, said actuator being configured to move said movable valve between said open valve configuration and said closed valve configuration.

4. The aircraft fuel control valve assembly (124) of claim 2, further comprising: a secondary electromagnetic energy emitter (152), said secondary electromagnetic energy emitter (152) being integrated into said aircraft fuel control valve assembly (124), said secondary electromagnetic energy emitter being configured to direct a secondary electromagnetic energy beam (152a) from said secondary electromagnetic energy emitter into said valve chamber (132), said secondary electromagnetic energy emitter further comprising an electromagnetic energy source; and a secondary electromagnetic energy receiver (154), said secondary electromagnetic energy receiver (154) being integrated into said aircraft fuel control valve assembly, said secondary electromagnetic energy receiver being configured to receive at least one of said primary electromagnetic energy beam from said primary electromagnetic energy emitter and said secondary electromagnetic energy beam from said secondary electromagnetic energy emitter, said secondary electromagnetic energy receiver being configured to generate a valve condition secondary signal (154a).

5. An aircraft (10), said aircraft (10) comprising the aircraft fuel control valve assembly of claim 1.

6. An aircraft fuel line control valve assembly status detection system (40) for determining an aircraft fuel control valve assembly status, said aircraft fuel line control valve assembly status detection system comprising: an aircraft fuel control valve assembly (24) positioned within an aircraft fuel line (22), said aircraft fuel control valve assembly comprising: a fuel control valve housing (25), said fuel control valve housing comprising: a valve body (26); a valve inlet (28); a valve outlet (30); a valve chamber (32), said valve chamber being established by an area within said aircraft fuel control valve assembly, said valve chamber being further established between said valve inlet and said valve outlet; a movable valve (34), said movable valve being positioned substantially within said valve chamber (32); a primary electromagnetic energy emitter (42), said primary electromagnetic energy emitter (42) being integrated into said aircraft fuel control valve assembly, said primary electromagnetic energy emitter being configured to direct a primary electromagnetic energy beam (42a) from said primary electromagnetic energy emitter into and across said valve chamber, said primary electromagnetic energy emitter further comprising an electromagnetic energy source; and a primary electromagnetic energy receiver (44), said primary electromagnetic energy receiver (44) being integrated into said aircraft fuel control valve assembly, said primary electromagnetic energy receiver being configured to receive said primary electromagnetic energy beam from said primary electromagnetic energy emitter, said primary electromagnetic energy receiver being configured to generate a valve condition primary signal (44a). said movable valve being configured to include an operating range of motion between an open valve configuration and a closed valve configuration. valve inlet (28); valve outlet (30); valve chamber (32) established by an area within the aircraft fuel control valve assembly, the valve chamber further established between the valve inlet and the valve outlet; a movable valve (34) positioned substantially within the valve chamber (32); a primary electromagnetic energy emitter (42) integrated into the aircraft fuel control valve assembly, the primary electromagnetic energy emitter configured to direct a primary electromagnetic energy beam (42a) from the primary electromagnetic energy emitter into and across the valve chamber, the primary electromagnetic energy emitter further comprising a source of electromagnetic energy; and a primary electromagnetic energy receiver (44) integrated into the aircraft fuel control valve assembly, the primary electromagnetic energy receiver configured to receive the primary electromagnetic energy beam from the primary electromagnetic energy emitter, the primary electromagnetic energy receiver configured to generate a valve condition primary signal (44a); and a processor (46) in communication with the primary electromagnetic energy receiver, the processor configured to receive the valve condition primary signal, the processor further configured to interpret the valve condition primary signal generated by the primary electromagnetic energy receiver to form an interpreted movable valve condition primary signal, the interpreted movable valve condition primary signal corresponding to the aircraft fuel control valve assembly state.

7. The aircraft fuel line control valve assembly state detection system of claim 6, further comprising: a reader in communication with the processor.

8. The aircraft fuel line control valve assembly state detection system of claim 6, further comprising a valve actuator in direct communication with the movable valve, the actuator configured to move the movable valve between an open valve configuration and a closed valve configuration.

9. The aircraft fuel line control valve assembly state detection system of claim 7, further comprising: a secondary electromagnetic energy emitter (152) integrated into the aircraft fuel control valve assembly (124), the secondary electromagnetic energy emitter configured to direct a secondary electromagnetic energy beam (152a) from the secondary electromagnetic energy emitter into and across the valve chamber (132), the secondary electromagnetic energy emitter further comprising a source of secondary electromagnetic energy; and a secondary electromagnetic energy receiver (154) integrated into the aircraft fuel control valve assembly, the secondary electromagnetic energy receiver configured to receive at least one of the primary electromagnetic energy beam from the primary electromagnetic energy emitter and the secondary electromagnetic energy beam from the secondary electromagnetic energy emitter, the secondary electromagnetic energy receiver configured to generate a valve condition secondary signal (154a).

10. A method (200) for directly monitoring an aircraft fuel control valve assembly state in an aircraft fuel control valve assembly, the method comprising: ​ Positioning (202) an aircraft fuel control valve assembly in an aircraft fuel line, the aircraft fuel control valve assembly comprising: a fuel control valve housing (25) including: a valve body (26); a valve inlet (28); a valve outlet (30); a valve chamber (32) established by an area within the fuel control valve housing, the valve chamber further established between the valve inlet and the valve outlet; a movable valve (34) positioned substantially within the valve chamber (32); a primary electromagnetic energy emitter (42) integrated into the aircraft fuel control valve assembly, the primary electromagnetic energy emitter configured to direct a primary electromagnetic energy beam (42a) from the primary electromagnetic energy emitter into and across the valve chamber, the primary electromagnetic energy emitter further including an electromagnetic energy source; and a primary electromagnetic energy receiver (44) integrated into the aircraft fuel control valve assembly, the primary electromagnetic energy receiver configured to receive the primary electromagnetic energy beam from the primary electromagnetic energy emitter, the primary electromagnetic energy receiver configured to generate a valve condition primary signal (44a); generating (204) a primary electromagnetic energy beam at the primary electromagnetic energy emitter; emitting (206) the primary electromagnetic energy beam from the primary electromagnetic energy emitter into the valve chamber to form an emitted primary electromagnetic energy beam; receiving (208) the emitted primary electromagnetic energy beam at the primary electromagnetic energy receiver from the primary electromagnetic energy emitter; and directly monitoring (210) the aircraft fuel control valve assembly status based on at least one of receiving and not receiving the emitted primary electromagnetic energy beam by the primary electromagnetic energy receiver.

Images