Auxiliary boom actuator

Abstract

To provide a system and a method for deploying and stowing a refueling boom of an aircraft.SOLUTION: Deploying a refueling boom (110) includes: lowering a refueling boom structure (116) with a hoist (114) while a boom aerodynamic control surface (112) of the refueling boom (110) is deactivated; determining that first transition conditions have been satisfied; switching a hoist actuator state mode; and activating the boom aerodynamic control surface (112). In another embodiment, stowing the refueling boom (110) includes: flying the refueling boom (110) towards a fuselage (120); determining that second transition conditions have been satisfied; switching the hoist actuator state mode; and raising the refueling boom structure (116) of the refueling boom (110) with the hoist (114).SELECTED DRAWING: Figure 1B

Description

Technical Field

[0001] The present disclosure generally relates to an aircraft equipped with a refueling boom, and more particularly to an assisted boom actuator used in such an aircraft.

Background Art

[0002] Certain types of aerial refueling aircraft perform refueling using an aerial refueling boom. When in the stowed position, the refueling boom is latched to the fuselage of the aircraft. Typically, when the extension of the refueling boom is commanded, the boom aerodynamic control surface of the refueling boom generates lift to push the refueling boom up from the latch. Once the refueling boom is pushed up, the latch is released and the refueling boom is lowered again. Then, aerodynamic control by the boom aerodynamic control surface is performed to fly the refueling boom away from the fuselage. Conversely, when the stowage of the refueling boom is commanded, the boom aerodynamic control surface raises the refueling boom to the height of the fuselage, closes the latch, and latches the refueling boom to the fuselage.

Summary of the Invention

[0003] A method and system for extending and stowing a refueling boom are disclosed. In a particular embodiment, the technique includes lowering the refueling boom structure of the refueling boom with the hoist while the hoist of the refueling boom is in a second actuator state mode and while the boom aerodynamic control surface of the refueling boom is in a stopped state, determining that a first transition condition is met, switching the hoist from the second actuator state mode to a first actuator state mode, and activating the boom aerodynamic control surface.

[0004] In another embodiment, the technology includes flying the refueling boom closer to the fuselage of the aircraft while the hoist of the refueling boom is in the zero actuator state mode, determining that a second transition condition is satisfied, switching the hoist from the zero actuator state mode to the first actuator state mode, and lifting the refueling boom structure of the refueling boom with the hoist.

[0005] This description is an illustrative and non - limiting example of the features of the invention of the present disclosure. These and other embodiments will be further described below with reference to the accompanying drawings.

Brief Description of the Drawings

[0006] The present disclosure will be best understood by reading the following description with reference to the accompanying drawings that illustrate various embodiments.

[0007]

Figure 1A

Figure 1B

Figure 2A

Figure 2B

Figure 3

Figure 4

Figure 5

Figure 6A

Figure 6B

Embodiments for Carrying Out the Invention

[0008] In the following description, many specific details are presented to enable a thorough understanding of the concepts of the present disclosure. However, the concepts of the present disclosure can be implemented even without some or all of these specific details. Also, in order to avoid unnecessarily complicating the present disclosure, details of well-known processing operations may be omitted in some cases. Although some concepts are described in relation to specific embodiments, it should be understood that these embodiments are not intended to limit the present disclosure. <First>

[0009] Here, a refueling boom control technique will be described. In a specific embodiment, the refueling boom structure includes a boom aerodynamic control surface, and the control surface is placed in a stopped state while the hoist is in the second actuator state mode. The refueling boom control technique includes lowering the refueling boom structure with the hoist while the hoist is in the second actuator state mode, determining whether a first transition condition is satisfied, switching the hoist from the second actuator state mode to the first actuator state mode, and activating the boom aerodynamic control surface after switching the hoist to the first actuator state mode.

[0010] In certain embodiments, the tanker aircraft includes an air refueling boom. In certain embodiments, the air refueling boom is disposed along the fuselage of the aircraft and is stored while being latched to the fuselage of the aircraft. In such a configuration, when the extension of the refueling boom is commanded, the boom aerodynamic control surfaces (e.g., boom elevator) of the refueling boom generate lift to push the refueling boom upward from the latch. Once the refueling boom is pushed upward, the latch is released and the refueling boom is lowered again. Then, aerodynamic control is performed by the boom aerodynamic control surfaces to fly the refueling boom away from the fuselage. Conversely, when the storage of the refueling boom is commanded, the boom aerodynamic control surfaces raise the refueling boom to the height of the fuselage, close the latch, and latch the refueling boom to the fuselage.

[0011] In certain embodiments, throughout the entire area of the aerial refueling envelope, storage and extension are performed by a single command, thereby enhancing usability, and in certain applications, such a configuration is essential. However, when the airspeed is low, the lift generated by the boom aerodynamic control surfaces is not sufficient to lift the boom above the latch. In the embodiments of the present disclosure, in such areas within the flight envelope, the boom is lifted from the latch using a hoist instead.

[0012] In such embodiments, the technology of the present disclosure can be applied as a modification or update to existing systems. Some existing systems include hoists that are not originally intended for use in extending the refueling boom. In such systems, it is necessary to prevent damage to various components of the system by not operating both the hoist actuator (which controls the operation of the hoist) and the aerodynamic actuator (which controls the operation of the boom aerodynamic control surfaces) simultaneously. According to the technology of the present disclosure, these two different types of actuators (e.g., hoist actuator and elevator actuator) can be operated in cooperation and coordination to enable storage and extension with a single button throughout the entire aerial refueling envelope.

[0013] An embodiment of a vehicle with a refueling boom is shown in FIG. 1. FIG. 1A is a diagram showing a vehicle with a refueling boom in some embodiments. Note that in FIG. 1A, a fixed-wing aircraft is shown as vehicle 100, but other embodiments include other structures (e.g., helicopters, variable-wing aircraft, short takeoff and landing aircraft, spacecraft, drones, and other vehicles).

[0014] Vehicle 100 includes a fuselage 120, wings 140, and an aircraft propulsor 130. The aircraft propulsor 130 is attached to each wing 140. The wings 140 are connected to the fuselage 120. Vehicle 100 further includes a refueling boom 110 connected to a part of the fuselage 120 (e.g., the tail of the fuselage 120). Details of the refueling boom 110 are illustrated and described in FIG. 1B.

[0015] The refueling boom 110 is controlled by a controller 150. The controller 150 includes a memory, a processor, and other logic devices in various embodiments. The controller 150 receives data, performs calculations, and provides outputs (e.g., control commands) to other parts of the vehicle 100. The controller 150 is communicably connected to the refueling boom 110 via a communication network 154. In certain embodiments, the communication network 154 is any type of wired and / or wireless network that exchanges data and / or power with the controller 150. The controller 150 is also connected to a sensor 152 via the communication network 154. The sensor 152 includes sensors that measure readings related to the operation of the vehicle 100 such as airspeed, air pressure (e.g., dynamic pressure), altitude, etc. In certain embodiments, the sensor 152 further includes a cable damage monitor configured to determine the presence or absence of damage to the cable of the hoist 114 (described in FIG. 1B). The controller 150 is configured to determine parameters and / or cause the processes described herein to be executed by various systems in various embodiments. <Embodiment of a refueling boom>

[0016] FIG. 1B is a side view showing the tail of an aircraft equipped with a refueling boom in some embodiments. FIG. 1B shows a refueling boom 110 connected to a fuselage 120. In various embodiments, the refueling boom 110 is connected to the fuselage 120 and is latched to the fuselage 120 when in the stowed position. The refueling boom 110 is, in certain embodiments, a "flying boom" type of in-air refueling system.

[0017] The refueling boom 110 includes a boom structure 116, a hoist 114 connected to the boom structure 116, and a boom aerodynamic control surface 112 connected to the boom structure 116. The boom structure 116 has a boom tip 118. The boom tip 118 is configured to be inserted into a fuel receptacle of an aircraft on the receiving side to deliver fuel.

[0018] In certain embodiments, the hoist 114 is configured to move the boom structure 116 when the aircraft 100 is on the ground (e.g., after landing). The hoist 114 includes a cable configured to control the movement of the boom structure 116. In the specific embodiments described herein, the hoist 114 is configured to operate in situations where the boom aerodynamic control surface 112 cannot generate sufficient lift for the raising and / or control of the boom structure 116. Thus, according to the technology described herein, in operating conditions where the boom aerodynamic control surface 112 cannot generate sufficient lift to extend or stow the refueling boom 110 or cannot perform appropriate control, the hoist 114 can be used to extend and stow the refueling boom 110. In certain embodiments, the hoist 114 includes a cable damage monitor for determining the presence or absence of damage to the cable of the hoist 114.

[0019] The operation of the hoist 114 is controlled, in part or in whole, by a hoist actuator. The hoist actuator operates in one of a plurality of different modes. These modes include, for example, a tension mode, a winch-up mode, and a block mode. In the tension mode, the hoist actuator is configured to maintain the tension applied to the cable of the hoist 114 at a baseline amount of tension. In the winch-up mode, the cable of the hoist 114 is operated to winch up the fueling boom structure 116 toward the fuselage 120 (e.g., pull it upward). In the winch-up mode, the tension applied to the cable of the hoist 114 can, depending on the situation, be significantly greater than the tension in the tension mode. In the block mode, the fueling boom 110 is housed in a stowed position (e.g., near the underside of the fuselage 120). In the block mode, the cable of the hoist 114 is locked. In various embodiments, the hoist actuator transitions between different modes by operation of a clutch.

[0020] The boom aerodynamic control surface 112 is connected to a part of the fueling boom structure 116. The boom aerodynamic control surface 112 includes one or more wing structures and / or other aerodynamic structures configured to generate lift when the aircraft 100 is flying at a given speed. In certain embodiments, various portions of the boom aerodynamic control surface 112 are configured to be operable (e.g., pivotable) to control the flight characteristics of the fueling boom structure 116.

[0021] The operation of the boom aerodynamic control surface 112 is controlled, in part or in whole, by one or more aerodynamic actuators. In certain embodiments, the boom aerodynamic control surface 112 includes both an elevator and one or more rudders. In such a configuration, the aerodynamic actuators include both an elevator actuator that controls the elevator and one or more rudder actuators that control the one or more rudders.

[0022] In various embodiments, the fueling boom 110 (e.g., the fueling boom structure 116) is configured to be rotatable within a given angular range. These angles are referred to herein as the boom pitch angles 166. The boom pitch angles 166 described herein are angles from the neutral angle 160. In a particular embodiment, the neutral angle 160 is parallel to the centerline of the fuselage 120 or is set to other orientations. As shown in FIG. 1B, the fueling boom structure 116 is configured to be rotatable between an upper limit angle 162 and a lower limit angle 164. In various embodiments, rotating the fueling boom structure 116 above the neutral angle 160 (e.g., towards the upper limit angle 162 as when in the stowed position) is considered a negative angle rotation, while rotating the fueling boom structure 116 below the neutral angle 160 (e.g., towards the lower limit angle 164 as when in the extended position) is considered a positive angle rotation. As shown in FIG. 1B, the boom pitch angle 166 is a positive angle when the fueling boom structure 116 is rotated below the neutral angle 160. <Operating Stages of the Fueling Boom>

[0023] FIG. 2A is a diagram showing the state of the fueling boom in some embodiments. The fueling boom 110 is configured to operate in a plurality of different operating state modes in various embodiments. The various operating state modes include the operating states of various actuators in the fueling boom 110. Such operating states include, for example, actuator state modes 206 to 214 from zero to the fourth as shown in FIG. 2A. The controller 150 is configured to determine the operating state modes as described herein.

[0024] The zero through second actuator state modes 206 - 210 are included in the active mode group 202. The third and fourth actuator state modes 212 and 214 are included in the passive mode group 204. The fueling boom 110 transitions to various actuator state modes depending on other conditions as described. In certain embodiments, such operating conditions can determine whether the fueling boom 110 is in a state where it is permitted to operate in either a fly zone or a no fly zone. The fly zone or no fly zone is further described in FIG. 5.

[0025] FIG. 5 is a diagram showing transitions between a fly zone and a no fly zone in some embodiments. FIG. 5 shows a fly zone 502, a no fly zone 504, and transition conditions 506 and 508. The fly zone 502 represents a state appropriate for flying the fueling boom 110 by the boom aerodynamic control surface 112. The no fly zone 504 indicates a state not appropriate for flying the fueling boom 110 by the boom aerodynamic control surface 112. Thus, for example, the no fly zone 504 is associated with a state where the boom aerodynamic control surface 112 cannot achieve sufficient elevator authority to fly the fueling boom 110 (e.g., towards the fuselage 120).

[0026] Transitions from the fly zone 502 to the no fly zone 504 and vice versa are permitted when the transition conditions 506 and 508 are met, respectively. Various embodiments include different conditions. The controller 150 determines whether the state of the aircraft 100 is in the fly zone 502, the no fly zone 504, or in a transitional state between the two zones.

[0027] The transition condition 506 allows the fueling boom 110 to transition from the flight segment 502 to the non-flight segment 504. In certain embodiments, the transition condition 506 includes conditions related to measured values of dynamic pressure and / or airspeed, conditions related to the boom pitch angle 166, and / or conditions related to commands issued by a user. The transition condition 508 allows the fueling boom 110 to transition from the non-flight segment 504 to the flight segment 502. In certain embodiments, the transition condition 508 includes conditions related to measured values of dynamic pressure and / or airspeed, conditions related to the boom pitch angle 166, conditions related to the cable speed of the hoist 114 (e.g., the moving speed of the cable of the hoist 114), and / or conditions related to commands issued by a user.

[0028] Thus, for example, the transition condition 506 requires that the dynamic pressure be less than a threshold dynamic pressure and that the boom pitch angle 166 be less than a threshold pitch angle. On the other hand, the transition condition 508 requires that the dynamic pressure be greater than a threshold dynamic pressure, that the boom pitch angle 166 be greater than a threshold pitch angle, and that the cable speed be slower than a threshold cable speed (which indicates, for example, that the tension applied to the cable is less than a threshold tension). Such threshold dynamic pressure and threshold pitch angle are values specific to the application (e.g., different based on the platform being used such as the fueling boom and / or the aircraft) and may be different values between the transition condition 506 and the transition condition 508 in certain situations.

[0029] The dynamic pressure is specified by one or more pressure sensors in the aircraft 100. The fueling boom 110 includes one or more sensors that specify the boom pitch angle 166 and / or the cable speed. The aircraft 100 of other embodiments includes other sensors for specifying other parameters associated with the flight segment and the non-flight segment.

[0030] In certain embodiments, with respect to transition conditions 506 and 508, the threshold dynamic pressure is, in certain embodiments, in the low or minimum speed range in the flight envelope, and the threshold pitch angle is, in certain embodiments, at an angle above the air refueling envelope. User commands associated with transition condition 506 include a command to stow the refueling boom 110. In various embodiments, transition conditions 506 and 508 include different absolute ranges or different ranges. In certain embodiments, user commands include a command to extend the refueling boom 110.

[0031] Referring again to FIG. 2A, the zero actuator state mode 206 is a state for flying the refueling boom 110. Thus, in the zero actuator state mode 206, the boom aerodynamic control surfaces 112 are in an operating state, generating lift to control the refueling boom 110. The pitch axis of the refueling boom 110 is controlled by the elevator actuator, and the roll axis of the refueling boom 110 is controlled by one or more rudder actuators. In the zero actuator state mode 206, the hoist actuator is in the tension mode.

[0032] The refueling boom 110 is permitted to enter the zero actuator state mode 206 (e.g., from the first actuator state mode 208) when it is determined that the following conditions are met. That is, 1) the refueling boom 110 is in the flight segment 502, 2) the hoist actuator is in the tension mode, 3) the cable damage monitor indicates that there is no damage to the hoist cable, and / or 4) a command to fly the refueling boom 110 is issued.

[0033] The first actuator state mode 208 is a transitional state for the fueling boom 110 to transition between the zero actuator state mode 206 and the second actuator state mode 210. In various embodiments, the first actuator state mode 208 is a handshake state for transferring pitch control between the hoist actuator and the aerodynamic actuator (e.g., in the transition between the zero actuator state mode 206 and the second actuator state mode 210). Thus, in certain embodiments, in the first actuator state mode 208, the clutch of the hoist 114 is operated, enabling a transition from the second actuator state mode 210 to the zero actuator state mode 206, or vice versa. The operation of the clutch enables a mode transition of the hoist 114 (e.g., a transition between a tension mode, a hoisting mode, and / or a block mode). In certain embodiments, in these modes, operations with different cable tensions and / or cable speeds are performed, and the operation of the clutch is necessary to provide appropriate gear connection and / or torque for the operations in these modes.

[0034] In the first actuator state mode 208, the boom aerodynamic control surface 112 is in a stopped state and the hoist 114 is in a tension mode. The pitch axis and roll axis of the fueling boom 110 are controlled by damped trail behavior and are not controlled by one or more of the elevator actuators, one or more of the rudder actuators, or the hoist actuator.

[0035] The fueling boom 110 is allowed to enter from the zero actuator state mode 206 to the first actuator state mode 208 when the following conditions are determined to be satisfied. That is, 1) the fueling boom 110 is in the non-flight section 504, 2) a command to activate the boom aerodynamic control surface 112 (for example, a command to fly the fueling boom 110) has not been issued, and / or 3) the cable damage monitor indicates that there is no damage to the hoist cable. In this case, it is allowed to enter the first actuator state mode. Further, the fueling boom 110 is allowed to enter from the second actuator state mode 210 to the first actuator state mode 208 when the following conditions are determined to be satisfied. That is, 1) the fueling boom 110 is in the flight section 502, 2) a command to retract the fueling boom 110 or a command to close the latch to retract the fueling boom 110 has not been issued, and / or 3) the cable damage monitor indicates that there is no damage to the hoist cable. The fueling boom 110 is allowed to enter from the passive mode group 204 to the first actuator state mode 208 when a command to command a transition from the passive mode group 204 to the active mode group 202 is issued.

[0036] In the second actuator state mode 210, the boom aerodynamic control surface 112 is in a stopped state, and the hoist 114 is in a winding-up mode. The pitch axis of the fueling boom 110 is controlled by the hoist actuator, and the roll axis of the fueling boom 110 is controlled by the damped trail behavior of the fueling boom 110 (for example, not actively controlled).

[0037] The fueling boom 110 is allowed to enter from the first actuator state mode 208 to the second actuator state mode 210 when the following conditions are determined to be satisfied. That is, 1) the fueling boom 110 is in the flight section 502, 2) it indicates that the elevator actuator is not in the operating state, and / or 3) when a command to set the hoist 114 to the winding-up mode or a command to transition the fueling boom 110 from the passive mode group 204 to the active mode group 202 is not issued, it is allowed to enter the second actuator state mode.

[0038] The third and fourth actuator state modes 212 and 214 are actuator states of the passive mode group 204. The passive mode group 204 is the actuator state used when the fueling boom 110 is not in use. As described herein, the fueling boom 110 transitions between the active mode group 202 and the passive mode group 204 depending on whether the fueling boom 110 is in use. Therefore, when a command to activate the fueling boom 110 for use is issued, the fueling boom 110 transitions from the passive mode group 204 to the active mode group 202.

[0039] In the third actuator state mode 212, the boom aerodynamic control surface 112 is in a stopped state, and the hoist 114 is in the tension mode. The pitch axis and roll axis of the fueling boom 110 are controlled by the behavior of the damped trail and thus are not actively controlled. The fueling boom 110 enters the third actuator state mode 212 when the following conditions are satisfied when it is in the passive mode group 204. That is, 1) a command to set the fueling boom 110 to the fairing state is issued, and / or 2) a command to transition the fueling boom 110 from the active mode group 202 to the passive mode group 204 is issued.

[0040] In the fourth actuator state mode 214, the boom aerodynamic control wing surface 112 is in a stopped state, and the hoist 114 is in a block mode. The fueling boom 110 enters the fourth actuator state mode 214 when the following conditions are met when the fueling boom 110 is in the passive mode group 204. That is, 1) after the fueling boom 110 enters the third actuator state mode 212, the fueling boom 110 remains in the stowed state for a threshold time (for example, 20 seconds or less), 2) a command to put the fueling boom 110 in the block mode has been issued, and / or 3) a command to transition the fueling boom 110 from the active mode group 202 to the passive mode group 204 has been issued.

[0041] Here, various techniques for determining an appropriate actuator state mode will be described. FIG. 2B is a flowchart showing a technique for determining the state of the fueling boom in some embodiments. The technique shown in FIG. 2B is used to detect an appropriate actuator state of the fueling boom 110 during the operation of the fueling boom 110.

[0042] In various embodiments, in the technique described in FIG. 2B, first, the current actuator state is determined in block 230. In block 230, the initial state of the fueling boom 110 is determined. Thus, for example, if a reset of the actuator state (for example, due to a reset of the controller 150) is detected in block 230, an initialization process is executed in response thereto, and an appropriate mode and / or actuator state is selected. Also, if a transition from the active mode group 202 to the passive mode group 204 or vice versa is detected in block 230, an appropriate actuator state is selected as shown in detail in FIG. 2B.

[0043] After determining the initial state in block 230, in block 232, it is determined whether the fueling boom 110 indicates that the fueling boom is in a stored or accommodated state. If the fueling boom 110 is in a stored or accommodated state, the present technology proceeds to block 234 and the passive mode group 204 is selected. In other cases, the present technology proceeds to block 238 and the active mode group 202 is selected.

[0044] In block 234, it is determined whether the fueling boom 110 has been reset. If it has been reset, in certain embodiments, the fueling boom 110 selects the fourth actuator state mode 214. In other cases, the state of the hoist actuator selected in block 236 is used to select an appropriate actuator state. Thus, for example, if the hoist 114 is in a stopped state (e.g., in a block mode), the fueling boom 110 is initialized in the fourth actuator state mode 214. In other cases, in certain embodiments, the fueling boom 110 is initialized in the third actuator state mode 212.

[0045] If the active mode group 202 is selected in block 232, then in block 238, the flight conditions are determined. In certain embodiments, such flight conditions include the situation of the flight segment, the situation of the hoist actuator, the situation of the elevator actuator, the reading of the cable damage monitor, and / or other sensor readings and elements used to determine the actuator state. Based on such various readings, an appropriate actuator state is selected. Thus, if condition 242 (e.g., the condition that the hoist 114 is in a tension mode and / or the condition that the cable damage monitor indicates that there is no damage to the cable) is satisfied, the zero actuator state mode 206 is selected.

[0046] In other cases, if it is determined that condition 244 (for example, the condition that the hoist 114 is not in the tension mode, or the condition that the cable damage monitor indicates damage to the cable of the hoist 114) is satisfied, the present technology proceeds to block 240. In block 240, it is determined whether the hoist actuator is in the operating state. If the hoist actuator is in the operating state, the second actuator state mode 210 is selected. In other cases, the first actuator state mode 208 is selected. <Refueling boom operation technology>

[0047] Figure 3 is a flowchart showing the technology of using a refueling boom in some embodiments. Figure 3 shows the technology of extending a refueling boom that is in the stored state as the initial state. In block 302 of Figure 3, it starts from the state where the refueling boom is in the stored position. While in the stored position, in a specific embodiment, the hoist is in the block mode and the boom is latched to the fuselage of the aircraft. Therefore, the hoist actuator is in the fourth actuator state mode. In block 302, while in the block mode, a command to extend the refueling boom is received.

[0048] When the command is received, in block 304, the hoist pulls the boom up from the latch. At this time, the hoist actuator is in the second actuator state mode. Then, in block 306, the hoist continues to be in the second actuator state mode and lowers the refueling boom. In blocks 304 and 306, the boom aerodynamic control surfaces are not in the operating state and the refueling boom is not in the flying state.

[0049] While lowering the fueling boom with the hoist, at block 308, it is determined whether the condition for transitioning the state mode of the hoist is satisfied. In a specific embodiment, this condition includes that a dynamic pressure greater than the threshold dynamic pressure (indicating that the relative airspeed is faster than the threshold relative airspeed) is measured, the boom fueling boom is sufficiently lowered, it is determined that the pitch angle exceeds the threshold pitch angle, and it is determined that the cable speed is slower than the threshold cable speed. These transition conditions are used to determine whether the state of the fueling boom has transitioned from a non-flight section to a flight section suitable for flying the fueling boom.

[0050] If it is determined that these conditions are not satisfied, the technique returns to block 306 and the hoist continues to lower the fueling boom. If it is determined that the conditions are satisfied, the technique proceeds to block 310. At block 310, the state mode of the hoist actuator is changed. In a specific embodiment, the hoist actuator is changed to the first actuator state mode and the hoist actuator is set to the tension mode. Then, the clutch is operated to change the operation of the hoist so that the fueling boom is allowed to fly (for example, in a specific embodiment, it is necessary to set the hoist actuator to the tension mode before flying the fueling boom).

[0051] If the hoist is set to the tension mode, at block 312, the boom aerodynamic control surfaces are activated. Activating the boom aerodynamic control surfaces includes, for example, engaging one or more wings and other aerodynamic control surfaces on the fueling boom. If the aerodynamic control surfaces are in the activated state, these surfaces generate a lifting force that pushes up the flying fueling boom. When activating the boom aerodynamic control surfaces, the hoist actuator is switched from the first actuator state mode to the zero actuator state mode when an appropriate state is detected. Then, at block 314, the fueling boom is flown and the fueling boom is controlled by controlling the boom aerodynamic control surfaces instead of the hoist.

[0052] Figure 4 is a flowchart showing other techniques using a refueling boom in some embodiments. Figure 4 shows a technique for storing a refueling boom in an extended state as an initial state. In block 402, the refueling boom is in an extended state. In a particular embodiment, the refueling boom is extended to supply fuel to another aircraft. When the refueling boom is extended, the boom aerodynamic control surfaces are in an operating state, generating lift for controlling and flying the refueling boom. When the refueling boom is in this state, the hoist is not used for controlling the refueling boom.

[0053] In block 404, the refueling boom is flown closer to the fuselage of the own aircraft, for example by the lift generated by the boom aerodynamic control surfaces. In a particular embodiment, flying the refueling boom closer to the fuselage is done to store the refueling boom when not in use. When flying the refueling boom, the hoist actuator is in a zero actuator state mode.

[0054] When flying the refueling boom closer to the fuselage, in block 406, it is determined whether the conditions for transferring the control of the refueling boom to hoist control (for example, transitioning from flying the refueling boom towards the fuselage to pulling up the refueling boom with the hoist) are satisfied. In a particular embodiment, these conditions include that the dynamic pressure measured is less than the threshold dynamic pressure (indicating that the airspeed is slower than the threshold airspeed), and / or it is determined that the refueling boom has flown to a height sufficiently close to the fuselage and the boom pitch angle is less than the threshold pitch angle. Thus, these transition conditions are used to determine whether the state of the refueling boom has transitioned from the flight section to the non-flight section where it is necessary to pull up the refueling boom with the hoist.

[0055] If it is determined that these conditions are not satisfied, the technique returns to block 404 and continues to fly the refueling boom closer to the fuselage by the boom aerodynamic control surfaces. If it is determined that the conditions are satisfied, the technique proceeds to blocks 408 and 410.

[0056] In block 408, the boom aerodynamic control surface is put in a stopped state. Putting the boom aerodynamic control surface in a stopped state includes, in some embodiments, putting the boom aerodynamic control surface in a stopped state or changing the configuration of the boom aerodynamic control surface to reduce or zero the lift generated.

[0057] In block 410, the actuator state mode of the hoist actuator is changed. In various embodiments, the actuator state mode is first changed to a first actuator state mode, and the hoist actuator is set to a tension mode. In certain additional embodiments, the first actuator state mode is the handshake mode as described herein. After the actuator state mode is changed to the first actuator state mode and the operation of the clutch of the hoist actuator is permitted, the actuator state mode is changed to a second actuator state mode, and the hoist actuator is set to a hoisting mode. In other embodiments, the hoist actuator is changed to the second actuator state mode in block 412 and thus set to the hoisting mode.

[0058] While the hoist actuator is in the second actuator state mode and the hoisting mode in block 412, the fueling boom is hoisted by the hoist. Then, the fueling boom is hoisted to the height of the fuselage and stored near the fuselage. If it is shown that the fueling boom is stored, the hoist is set to a third actuator state mode and thus to the tension mode. When the threshold time has elapsed, in block 414, it is determined that the fueling boom is stored, and the hoist is set to a fourth actuator state mode and thus to the block mode.

[0059] According to the techniques shown in FIGS. 3 and 4, under specific conditions (e.g., a specific airspeed), it is possible to perform the extension and retraction of the fueling boom by means of the hoist of the fueling boom. As described herein, specific stages of the extension and retraction of the fueling boom can be assisted by the hoist. When the fueling boom is fully extended and operating, the fueling boom is controlled using the boom aerodynamic control surfaces. <Example of the vehicle>

[0060] The above-described systems, devices, and methods have been described with reference to the aircraft and aerospace industries, but it will be understood that the embodiments of the present disclosure are also applicable in relation to, for example, automobiles, railways, other machines, and vehicles. Accordingly, embodiments of the present disclosure will be described in relation to the method 600 of manufacturing and using an aircraft shown in FIG. 6A and the vehicle 100 shown in FIG. 6B, but these embodiments are also applicable to such other relations.

[0061] FIG. 6A is a flowchart showing an example of a method of manufacturing and using an aircraft in some embodiments. In some embodiments, the method 600 includes, as pre-production steps, the specification determination and design 604 and material procurement 606 of the vehicle 100 (e.g., the aircraft shown in FIG. 1). During production, the manufacturing 608 and system integration 610 of the parts and subassemblies of the vehicle 100 are performed. Thereafter, the vehicle 100 enters into service 614 after certification and delivery 612. During the service period, the vehicle 100 is incorporated into a schedule of regular maintenance and servicing 616 (this step may also include changes, reconfigurations, modifications, etc.).

[0062] In certain embodiments, each step of method 600 can be performed or implemented by a system integrator, a third party, and / or an operator (e.g., a customer). Note that the system integrator may include any number of aircraft manufacturers and majority-system subcontractors. The third party may include any number of vendors, subcontractors, suppliers. The operator may be, in certain embodiments, an airline, a leasing company, a military entity, a service organization, etc.

[0063] FIG. 6B is a block diagram showing a vehicle equipped with a refueling boom in some embodiments. As shown in FIG. 6B, a vehicle 100 (e.g., an aircraft) manufactured by method 600 includes a fuselage 618 having a plurality of systems 620 and an interior 622. The high-level systems 620 include, for example, one or more of a drive system 624, an electrical system 626, a hydraulic system 628, and an environmental system 630. In various embodiments, vehicle 100 may include any number of other systems. Although examples in the aerospace industry have been described, the principles of the present invention are applicable to other industries such as, for example, the automotive industry. <Other embodiments>

[0064] The present disclosure further includes embodiments according to the following appendices.

[0065] Appendix 1. An aircraft 100, comprising a refueling boom 110 and a controller 150, wherein the refueling boom, a refueling boom structure 116, a hoist 114, and a boom aerodynamic control surface 112, wherein the controller, while the hoist 114 is in a second actuator state mode 210, lowering the refueling boom structure 116 with the hoist 114 while the boom aerodynamic control surface 112 is in a stopped state 306, Determining that the first transition condition is satisfied 308, Switching the hoist 114 from the second actuator state mode 210 to the first actuator state mode 208 310, Actuating the boom aerodynamic control surface 112 312, and causing the fueling boom 110 to execute a process including these operations. An aircraft.

[0066] Appendix 2. The process further includes flying the fueling boom 110 314 after actuating the boom aerodynamic control surface 112 312. The aircraft 100 according to Appendix 1.

[0067] Appendix 3. Flying the fueling boom 110 314 includes switching the hoist 114 to the zero actuator state mode 206. The aircraft 100 according to Appendix 2.

[0068] Appendix 4. Flying the fueling boom 110 314 is based on a received user command. The aircraft 100 according to Appendices 2 to 3.

[0069] Appendix 5. Switching to the first actuator state mode 208 310 includes operating the clutch of the hoist 114 so that a transition from the second actuator state mode 210 to the zero actuator state mode 206 becomes possible. The aircraft 100 according to Appendix 3.

[0070] Appendix 6. The first transition condition is The boom pitch angle 166 is greater than the first threshold angle, and The hoist cable speed is slower than the first threshold speed. The aircraft 100 according to Appendices 1 to 5.

[0071] Appendix 7. The boom pitch angle 166 is determined based on the neutral angle 160. The aircraft 100 according to Appendix 6.

[0072] Appendix 8. The aircraft 100 described in Appendices 6 to 7, wherein the first transition condition further includes that the aircraft dynamic pressure is greater than the first threshold dynamic pressure.

[0073] Appendix 9. The aircraft 100 described in Appendix 8, further including a dynamic pressure sensor 152 configured to measure the aircraft dynamic pressure.

[0074] Appendix 10. The aircraft 100 described in Appendices 1 to 9, wherein the process further includes lifting the fueling boom structure 116 from the storage position by the hoist 114 (operation 304).

[0075] Appendix 11. In the aircraft 100 described in Appendix 10, the operation 304 of lifting the fueling boom structure 116 is performed when the hoist 114 is in the fourth actuator state mode 214.

[0076] Appendix 12. The aircraft 100 described in Appendices 1 to 11, wherein the process is executed during flight of the aircraft 100.

[0077] Appendix 13. The process further includes: flying the fueling boom 110 towards the fuselage 120 of the aircraft 100 (operation 404) while the hoist 114 is in the zero actuator state mode 206; determining that the second transition condition is satisfied (operation 406); switching the hoist 114 from the zero actuator state mode 206 to the first actuator state mode 208 (operation 410); and lifting the fueling boom structure 116 by the hoist 114 (operation 412). This is the aircraft 100 described in Appendices 1 to 12.

[0078] Appendix 14. In the aircraft 100 described in Appendix 13, the operation 412 of lifting the fueling boom structure 116 includes switching the hoist 114 from the first actuator state mode 208 to the second actuator state mode 210.

[0079] Appendix 15. The aircraft 100 according to Appendix 14, wherein switching to the first actuator state mode 208 at 410 includes operating the clutch of the hoist 114 so that a transition from the zero actuator state mode 206 to the second actuator state mode 210 becomes possible.

[0080] Appendix 16. The aircraft 100 according to Appendices 13 to 15, wherein the second transition condition includes that the boom pitch angle 166 is smaller than a second threshold angle.

[0081] Appendix 17. The aircraft 100 according to Appendix 16, wherein the first transition condition further includes that the aircraft dynamic pressure is smaller than a second threshold dynamic pressure.

[0082] Appendix 18. The aircraft 100 according to Appendices 13 to 17, wherein the process further includes stopping the boom aerodynamic control surface 112 at 408.

[0083] Appendix 19. The aircraft 100 according to Appendices 13 to 18, wherein the process further includes stowing the fueling boom 110 at 414.

[0084] Appendix 20. The aircraft 100 according to Appendix 19, wherein stowing the fueling boom 110 at 414 is performed when the hoist 114 is in the fourth actuator state mode 214.

[0085] Appendix 21. While the hoist 114 of the fueling boom 110 is in the second actuator state mode 210, lowering the fueling boom structure 116 of the fueling boom 110 with the hoist 114 while the boom aerodynamic control surface 112 of the fueling boom 110 is in a stopped state at 306; Determining that the first transition condition is satisfied at 308; Switching the hoist 114 from the second actuator state mode 210 to the first actuator state mode 208 at 310; And activating the boom aerodynamic control surface 112 at 312. A method comprising these steps.

[0086] Appendix 22. The method according to Appendix 21, including flying the fueling boom 110 314 after activating the boom aerodynamic control wing surface 112 312.

[0087] Appendix 23. The method according to Appendix 22, wherein flying the fueling boom 110 314 includes switching the hoist 114 to the zero actuator state mode 206.

[0088] Appendix 24. The method according to Appendices 22 - 23, wherein flying the fueling boom 110 314 is based on a received user command.

[0089] Appendix 25. The method according to Appendices 23 - 24, wherein switching to the first actuator state mode 208 310 includes operating the clutch of the hoist 114 so that a transition from the second actuator state mode 210 to the zero actuator state mode 206 becomes possible.

[0090] Appendix 26. The first transition condition is that the boom pitch angle 166 is greater than a first threshold angle, and that the hoist cable speed is slower than a first threshold speed, and the method according to Appendices 21 - 25.

[0091] Appendix 27. The boom pitch angle 166 is determined based on the neutral angle 160, and the method according to Appendix 26.

[0092] Appendix 28. The first transition condition further includes that the aircraft dynamic pressure is greater than a first threshold dynamic pressure, and the method according to Appendices 26 - 27.

[0093] Appendix 29. The aircraft dynamic pressure is measured by the dynamic pressure sensor 152, and the method according to Appendix 28.

[0094] Appendix 30. Further including lifting the fueling boom structure 116 from the stowed position by the hoist 114, and the lifting of the fueling boom structure 116 is performed when the hoist 114 is in the fourth actuator state mode 214, the method described in Appendices 21 to 29.

[0095] Appendix 31. Flying the fueling boom 110 closer to the fuselage 120 of the aircraft 100 while the hoist 114 of the fueling boom 110 is in the zero actuator state mode 206, determining that the second transition condition is satisfied 406, switching the hoist 114 from the zero actuator state mode 206 to the first actuator state mode 208 410, and lifting the fueling boom structure 116 of the fueling boom 110 by the hoist 114 412. The method includes these steps.

[0096] Appendix 32. The lifting of the fueling boom structure 116 412 includes switching the hoist 114 from the first actuator state mode 208 to the second actuator state mode 210, the method described in Appendix 31.

[0097] Appendix 33. The switching to the first actuator state mode 208 410 includes operating the clutch of the hoist 114 so that the transition from the zero actuator state mode 206 to the second actuator state mode 210 becomes possible, the method described in Appendix 32.

[0098] Appendix 34. The second transition condition includes that the boom pitch angle 166 is smaller than the second threshold angle, the method described in Appendices 31 to 33.

[0099] Appendix 35. The second transition condition further includes that the aircraft dynamic pressure is smaller than the second threshold dynamic pressure, the method described in Appendix 34.

[0100] The method according to Appendices 31 to 36, further comprising stopping 408 the boom aerodynamic control wing surface 112 of the fueling boom 110 in a stopped state.

[0101] The method according to Appendices 31 to 36, further comprising storing 414 the fueling boom 110.

[0102] Appendix 38. The storing 414 of the fueling boom 110 is performed when the hoist 114 is in the fourth actuator state mode 214. The method according to Appendix 37. <End>

[0103] Although the above concepts have been described in detail, this is for the purpose of clarifying the understanding, and it will be understood that changes and modifications are possible without departing from the scope of the appended claims. It will be understood that there are many other alternative ways to implement the process, system, and method. Therefore, the embodiments of the present disclosure should be understood to be illustrative only and not intended to be limiting.

Claims

1. An aircraft, comprising a refueling boom and a controller, wherein the refueling boom includes a refueling boom structure, a hoist having a cable, and a boom aerodynamic control surface, wherein the controller starts from a second actuator state mode in which the hoist applies an upward pulling force to the cable and the boom aerodynamic control surface is in a stopped state, and lowers the refueling boom structure with the hoist while the boom aerodynamic control surface is in the stopped state, determines that a first transition condition is satisfied, transitions the refueling boom from the second actuator state mode to a zero actuator state mode, wherein in the zero actuator state mode, the boom aerodynamic control surface is in an operating state and the hoist is in a tension mode in which the hoist maintains a reference tension smaller than the upward pulling force in the winding-up mode on the cable, and when transitioning from the second actuator state mode to the zero actuator state mode, switches the refueling boom from the second actuator state mode to a first actuator state mode in which the hoist is in the tension mode and the boom aerodynamic control surface is in the stopped state, and is configured to cause the refueling boom to execute a process of switching the refueling boom from the first actuator state mode to the zero actuator state mode.

2. The aircraft according to claim 1, wherein the process further includes flying the refueling boom by operating an elevator and / or a rudder constituting the boom aerodynamic control surface in the zero actuator state mode. **Claim 3**: The hoist includes a clutch, and switching the fueling boom from the second actuator state mode to the first actuator state mode includes operating the clutch to allow transition from the second actuator state mode to the zero actuator state mode. The aircraft according to claim 2. **Claim 4** The first transition condition is The aircraft according to any one of claims 1 to 3, including that the boom pitch angle is greater than a predetermined threshold angle. **Claim 5**: The aircraft further includes a dynamic pressure sensor for measuring the dynamic pressure in the aircraft, The first transition condition further includes that the measured dynamic pressure is greater than a predetermined threshold dynamic pressure. The aircraft according to claim 4. **Claim 6** The process further includes further pulling up the fueling boom structure from the storage position by the hoist. The aircraft according to any one of claims 1 to 5. **Claim 7** The process is executed during flight of the aircraft. The aircraft according to any one of claims 1 to 6. **Claim 8** The process further includes flying the fueling boom closer to the fuselage of the aircraft while the hoist is in the zero actuator state mode, determining that the second transition condition is satisfied, switching the fueling boom from the zero actuator state mode to the first actuator state mode, pulling up the fueling boom structure by the hoist. The aircraft according to claim 2. **Claim 9** Pulling up the fueling boom structure includes switching the hoist from the first actuator state mode to the second actuator state mode. The aircraft according to claim 8. **Claim 10** The aircraft according to claim 8 or 9, wherein the second transition condition includes that the boom pitch angle is smaller than a predetermined threshold angle.

11. The aircraft further includes a dynamic pressure sensor for measuring the dynamic pressure in the aircraft, wherein the first transition condition further includes that the measured dynamic pressure is smaller than a predetermined threshold dynamic pressure. The aircraft according to claim 10.

12. The process further includes retracting the fueling boom after bringing the boom aerodynamic control surface to a stopped state. The aircraft according to any one of claims 8 to 11.

13. A method for operating a fueling boom of an aircraft, including a fueling boom structure, a hoist having a cable, and a boom aerodynamic control surface, starting from a second actuator state mode in which the hoist applies an upward pulling force to the cable and the boom aerodynamic control surface is in a stopped state, lowering the fueling boom structure with the hoist while the boom aerodynamic control surface is in a stopped state, determining that a first transition condition is satisfied, transitioning the fueling boom from the second actuator state mode to a zero actuator state mode. In the zero actuator state mode, the boom aerodynamic control surface is in an operating state, and the hoist is in a tension mode in which a reference tension smaller than the upward pulling force in the winding-up mode is maintained on the cable. When transitioning from the second actuator state mode to the zero actuator state mode, switching the fueling boom from the second actuator state mode to a first actuator state mode in which the hoist is in the tension mode and the boom aerodynamic control surface is in the stopped state, switching the fueling boom from the first actuator state mode to the zero actuator state mode. **Claim 14**: The method according to claim 13, comprising flying the fueling boom by operating an elevator and / or a rudder constituting the boom aerodynamic control surface in the zero actuator state mode. **Claim 15** The first transition condition is that the boom pitch angle is greater than a predetermined threshold angle, the method according to claim 13 or 14. **Claim 16** The method according to any one of claims 13 to 15, further comprising lifting the fueling boom structure from the storage position by the hoist. **Claim 17**: A method for operating a fueling boom of an aircraft, comprising a fueling boom structure, a hoist having a cable, and a boom aerodynamic control surface, while the hoist of the fueling boom is in the zero actuator state mode, flying the fueling boom by operating an elevator and / or a rudder constituting the boom aerodynamic control surface so as to approach the fuselage of the aircraft, and in the zero actuator state mode, the boom aerodynamic control surface is in an operating state and the hoist is in a tension mode of maintaining a reference tension on the cable, determining that a second transition condition is satisfied, transitioning the fueling boom from the zero actuator state mode to a second actuator state mode, wherein in the second actuator state mode, the hoist is in a winching mode of applying an upward pulling force greater than the reference tension to the cable, the boom aerodynamic control surface is in a stopped state, and when transitioning from the zero actuator state mode to the second actuator state mode, switching the fueling boom from the zero actuator state mode to a first actuator state mode in which the hoist is in the tension mode and the boom aerodynamic control surface is in the stopped state, switching the fueling boom from the first actuator state mode to the second actuator state mode, A method of lifting the fueling boom structure of the fueling boom with the hoist in the second actuator state mode.

18. The method according to claim 17, wherein switching the fueling boom from the first actuator state mode to the second actuator state mode includes operating a clutch to allow a transition from the zero actuator state mode to the second actuator state mode.

19. The method according to claim 17 or 18, wherein the second transition condition includes that the boom pitch angle is smaller than a predetermined threshold angle.

20. The method according to any one of claims 17 to 19, further comprising storing the fueling boom.

Images