Abstract:
A hydraulic joint is disclosed. The hydraulic joint includes a tube, a hydraulic fitting, and a tip seal. The hydraulic fitting may be positioned around the tube. The hydraulic fitting may include a first open end for receiving the tube. The tip seal may be configured to define an opening that allows for the passage of leaks. The tip seal may be positioned on the hydraulic fitting adjacent the open end and forming a mechanical barrier between the fitting and the tube.

Description:
RELATED APPLICATIONS 
       [0001]    This application is a divisional application of U.S. application Ser. No. 13/167,809, filed on Jun. 24, 2011. 
     
    
     BACKGROUND 
       [0002]    The present disclosure relates to hydraulic fitting safety devices, particularly for use in airplanes or other aircraft. 
         [0003]    In modern commercial airplanes, fuel is traditionally stored in the wings. A number of hydraulic lines may pass through the fuel storage area to provide power and control to hydraulically powered elements, such as wing flaps. These hydraulic lines require a number of fittings to connect various lengths of hydraulic tubing to eachother, other fittings, and to bulkhead panels and direct the hydraulic fluid. During operation of the aircraft, it is possible that an electrical spark could be created between a hydraulic line and a fitting and propagate to the fuel tank, thereby causing a potential ignition source. This risk is contained or prevented in a number of ways, the present disclosure describes an alternative improved method and apparatus for inhibiting spark propagation from a fitting to the fuel tank. 
         [0004]    The Federal Aviation Administration (FAA) has expressed concern regarding this potential ignition sources in the fuel tank of aircraft. Federal Aviation Regulation (FAR) 25.981(a)(3) (14 CFR 25.981(a)(3)) requires that any potential ignition source must be sufficiently contained by redundant ignition prevention measures. The specific language requires “that an ignition source could not result from each single failure, from each single failure in combination with each latent failure condition not shown to be extremely remote, and from all combinations of failures not shown to be extremely improbable.” This regulation generally requires that the system have triple redundancy, or three safety devices which would have to independently fail, in order to cause an ignition source to result in the aircraft fuel tank. Double redundancy may be sufficient for permanent installations where the ignition prevention measures are shown to be highly reliable. 
         [0005]    Current methods of satisfying this requirement focus on reducing the possibility of sparks between the hydraulic line and fitting. One potential source of sparks is electrical current flowing along the hydraulic lines. The electrical current may jump from a hydraulic line to a fitting, thereby causing a spark. One method in use is dissipating or directing electrical current away from the hydraulic lines so that electrical current does not pass through the fuel tank. For example, in-line static dissipaters may be used to prevent electrical current. These methods of mitigating this risk may require a large number of parts, increasing cost, complexity, and installation time. 
         [0006]    Some existing fitting designs include a polymeric liner within the fittings to protect tubes and fittings from wear in surface. Without the use of electrical dissipation this liner could exacerbate sparking problems when dielectric breakdown occurs near the tip of the fitting if the fitting is forced to carry large amounts of electrical current due to a lightning strike. Hydraulic tubes in carbon fiber reinforced plastic (CFRP) wings will potentially carry higher current levels than similar fittings in metal wing airplanes. Additional safety features may therefore be required to ensure safety and compliance with Federal regulations. 
         [0007]    In-line electrical isolators that disrupt current flow may be used to prevent current flow through the hydraulic line, thereby preventing sparking due to electrical current. These in-line static dissipaters are generally electrically non-conductive tubes that are inserted in the hydraulic line. These non-conductive tubes resist current flow, thereby causing current to flow through structure other than the hydraulic line. This system may not be desirable because it adds additional weight to the system and prevents the use of hydraulic lines as a means to conduct electrical current. 
         [0008]    Another source of sparking may be hot material that is forced out from the fitting under pressure. This hot material may be lubricant used to protect the fittings, molten metal from internal sparking, or any other material which may become heated due to pressure or resistance to electrical current and forced out from the hydraulic fitting. 
         [0009]    With the increased desire for light weight composite or otherwise non-conductive (or low-conductivity) materials for the fuel tank and other aircraft structure, it may not be desirable or possible to transfer electrical current from the hydraulic lines to the fuel tank to eliminate the risk of sparking. Additionally, a composite or non-conductive fuel tank may build up precipitation static as the aircraft travels through the air. This precipitation static must be dissipated away from the fuel tank to prevent sparking or damage to the fuel tank. Conductive hydraulic lines may be utilized to transfer electrical current or dissipate precipitation static from the fuel tank. 
         [0010]    Therefore, there is a recognized need in the art for a method and apparatus for increasing safety of hydraulic joints by preventing sparks from propagating from a hydraulic joint to the surrounding medium while maintaining conductive properties of the hydraulic line. 
         [0011]    There is further recognized a need in the art for safety materials which are useful in dissipating precipitation static from a composite fuel tank surface while preventing spark propagation from the hydraulic line to the surrounding medium. 
       SUMMARY 
       [0012]    In one aspect, a hydraulic joint is disclosed. The hydraulic joint includes a tube, a hydraulic fitting, and a tip seal. The hydraulic fitting may be positioned around the tube. The hydraulic fitting may include a first open end for receiving the tube. The tip seal may be configured to define an opening that allows for the passage of leaks. The tip seal may be positioned on the hydraulic fitting adjacent the open end and forming a mechanical barrier between the fitting and the tube. 
         [0013]    In another aspect, a hydraulic joint assembly for an aircraft is disclosed. The hydraulic joint assembly includes a tube defining a portion of a hydraulic line of the aircraft. The hydraulic joint assembly may also include a hydraulic fitting positioned around the tube. The hydraulic fitting may include a first open end for receiving the tube. The hydraulic joint assembly may also include a tip seal configured to define an opening that allows for the passage of leaks. The tip seal may be positioned on the hydraulic fitting adjacent the open end and forming a mechanical barrier between the hydraulic fitting and the tube. 
         [0014]    In still another aspect, an aircraft is disclosed. The aircraft may include a tube defining a portion of a hydraulic line. The hydraulic line passes through a wing of the aircraft. The aircraft may include a hydraulic fitting positioned around the tube. The hydraulic fitting may include a first open end for receiving the tube. The aircraft may include a tip seal configured to define an opening that allows for the passage of leaks. The tip seal may be positioned on the hydraulic fitting adjacent the open end and forming a mechanical barrier between the fitting and the tube. 
         [0015]    The above-described method may include the further step of applying a tape about the hydraulic joint before applying the heat shrink wrap. This tape may provide an additional layer of protection and the heat shrink wrap may protect against the tape unwinding due to exposure to the surrounding medium. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0016]      FIG. 1  is a perspective view of an aircraft. 
           [0017]      FIG. 2  is a cutaway view of a portion of the aircraft wing. 
           [0018]      FIG. 3  is a cutaway view of one embodiment of the apparatus. 
           [0019]      FIG. 4A  is a cutaway view of an alternative embodiment of the apparatus. 
           [0020]      FIG. 4B  is a cutaway view of an alternative embodiment of the apparatus. 
           [0021]      FIG. 4C  is a cutaway view of an alternative embodiment of the apparatus. 
           [0022]      FIG. 4D  is a cutaway view of an alternative embodiment of the apparatus. 
           [0023]      FIG. 5  is a cutaway view of an alternative embodiment. 
       
    
    
     DESCRIPTION 
       [0024]    As shown in  FIG. 1 , a commercial aircraft  100  generally consists of a fuselage  102 , wings  104 , including hydraulic lines  106  and flaps  108 . Flaps  108  are positioned on the wings  104  to provide in-flight control for the aircraft. As shown in  FIG. 2 , the hydraulic lines  106  may pass through the wing  104  of the aircraft and may include one or more hydraulic joints  110 . These hydraulic lines  106  may control the flaps  108  or other control structure for the aircraft. 
         [0025]      FIG. 3  shows a cutaway view of one embodiment of the improved apparatus. As shown in this figure, the hydraulic joint  110  generally consists of a hydraulic fitting  112  is generally positioned around hydraulic tubes  114 ,  116 . In this illustration, the hydraulic fitting  112  is a coupler for joining a first section  114  to a second section  116  of the hydraulic line  106 . The first  114  and second  116  sections of the hydraulic line  106  may be secured by swaging or any other means commonly known to those having skill in the art. As further shown in this figure, the hydraulic fitting  112  may include internal seals or fittings (not shown) to prevent hydraulic fluid leaking from the fitting  112 . 
         [0026]    Further shown in  FIG. 3  is one type of apparatus for reducing the risk of ignition sources within the aircraft fuel tank. Generally surrounding the hydraulic tubes  114 ,  116  and fitting  112  is a sleeve  118  which may be wrapped tape or a cylindrical sheath secured by heat shrinking to the hydraulic tubes  114 ,  116  and fitting  112 . This sleeve  118  may provide a mechanical barrier preventing spark propagation from within the fitting  112  to the fuel tank. 
         [0027]    The sleeve  118  may be formed of a tape wrapped around the fitting  112  and tubes  114 ,  116 , or may consist of a heat-shrink material formed onto the line during assembly. Wrapped tape is preferably installed during assembly of the fitting  112  to the tubes  114 ,  116 , while a heat shrink sleeve may be attached to or placed around the fitting  112  prior to assembly of the fitting  112  to the tubes  114 ,  116 . Alternatively, the sleeve  118  may consist of both a wrapped tape as well as a heat shrink material about the wrapped tape to prevent unwinding of the tape. This arrangement would prevent a layer of tape from losing adhesion due to exposure to the fuel stored in the tank. Such a result could compromise the safety of the protective feature. 
         [0028]    The physical properties of the sleeve  118  may vary according to the preferred function of the sleeve  118 . The size of the sleeve  118  is adjusted to the intensity of the anticipated sparking, and therefore the thickness and scope of coverage may vary. Generally the thickness of the sleeve  118  may be 0.005-0.020″ and extend 0.25-1.5″ beyond the ends of the fittings. This arrangement provides sufficient resistance against spark propagation to eliminate the risk of fuel combustion. 
         [0029]    The material of the sleeve  118  is generally selected so as to be resistant to corrosion due to exposure to fuel and hydraulic fluid and may have anywhere from moderate to no electrical conductivity. A low to moderate level of conductivity allows static charge to be drained from the surface of the sleeve. Alternatively, very low to no conductivity from a dielectric sleeve  118  may be selected according to preferred characteristics of the sleeve  118 . 
         [0030]    One example of material for the sleeve  118  is fluorinated ethylene propylene (FEP). This material may serve as a dielectric and not allow static charge to be drained to the hydraulic line. Alternatively, the sleeve  118  may be constructed of a carbon-impregnated plastic (or other conductive material) that is electrically conductive and fuel resistant. This conductive sleeve  118  may be utilized to drain static buildup from the sleeve. 
         [0031]    A further example of heat shrink material for the sleeve  118  is polytetrafluoroethylene (PTFE). This material has a high melting point, high toughness, and is chemically inert. Other examples are polyetheretherketone (PEEK) and polyetherketoneketone (PEKK) that exhibits essential properties similar properties to PTFE. These materials may capture any sparks which would otherwise be expelled from the joint. Any spark that manages to escape the shrink wrap material would have a significantly reduced incendiary capacity. Other materials with similar chemical durability and operating temperature range could be used in the apparatus. 
         [0032]    Other methods of installing heat shrink sleeving are contemplated by the present disclosure. For example, multiple pieces of sleeve tubing could be applied to specific areas of joints where metal tubes meet the fitting. These separate pieces would independently cover a portion of the fitting and metal tube, thereby reducing the amount of heat shrink material required. Multiple separate pieces of heat shrink sleeving may also be used on fittings including the joinder of more than two pipes, for example in a tee or cross fitting where three or four pipes are joined to a single fitting. Because sparks can only be expelled from the specific areas of the joints where the metal tubes and fitting come together, the use of separate, smaller pieces of heat shrink sleeving may be utilized to provide effective spark mitigation while reducing the amount of heat shrink sleeving material that must be used. 
         [0033]    An alternative arrangement of mechanically sealing the hydraulic fitting  112  and tubes  114 ,  116  is generally shown in  FIGS. 4A-B . In these cutaway views, tip seals  122  or sealing material  124  is positioned on the fitting  112  to mechanically isolate sparks from interacting with the fuel. 
         [0034]      FIG. 4A  shows the use of a tip seal  122  for covering the edges of the fitting  112 . In this arrangement, a dielectric or nonconductive material is positioned about the outside perimeter of the fitting  112  where it joins with the tubes  114 ,  116 . This tip seal  122  may cover the exposed edge of the fitting  112  and adhere to the tubes  114 ,  116 . This arrangement provides a mechanical seal against spark propagation from within the fitting  112  to the fuel tank. 
         [0035]    In this case, the tip seal  122  must be applied after assembly of the fitting  112  to the tubes  114 ,  116  so that a tight seal can be formed between the fitting  112  and tubes  114 ,  116 . 
         [0036]    Alternatively, as shown in  FIGS. 4B-D , a sealing material  124  may be positioned on the inside of the fitting  112  instead of or in addition to a tip seal  122  around the perimeter of the edge of the fitting  112 . The sealing material  124  may be applied as one or more incomplete rings ( FIG. 4B ), spiral ( FIG. 4C ), or complete circles ( FIG. 4D ). The use of incomplete rings or spirals may be used to ensure that a leak in the hydraulic seal can be detected as the hydraulic fluid will leak past openings in the seal. This will further prevent leaking hydraulic fluid from building up pressure behind the tip seal which may cause the tip seal to be dislodged. The use of complete circles as shown in  FIG. 4D  may be sufficient to protect against spark propagation from within the fitting  112  to the fuel tank. 
         [0037]    Unlike traditional seals or hydraulic sealing rings (such as O-Rings), the tip seal  122  or sealing material  124  is not intended to prevent pressurized fluid from escaping the fitting  112 , but rather simply provides a mechanical barrier between the location where sparks tend to be created and the fuel tank. 
         [0038]    The internal tip seal further includes characteristics which supplement or replace existing anti-fretting coatings. These coatings reduce wear at the contact point between the fitting and metal tube caused by minute relative motion, such as that caused by vibration. The tip seal is also preferably of sufficient thickness to prevent dielectric breakdown and tough enough to resist damage during installation. It is of a material selected for compatibility with fuel and hydraulic fluids and the temperature extremes of aerospace applications. Materials such as FEP, PTFE, PEEK, and silicone elastomers, are examples of materials which may be suitable for internal tip seals. 
         [0039]    Another aspect of the apparatus shown in  FIG. 5  and includes multiple EME protective features to mitigate spark propagation. In this image, the hydraulic joint  110  includes fitting  112  about tubes  114  and  116 . Tip seals  122  are applied between the fitting  112  and tubes  114 ,  116  and provide a barrier against spark propagation. A sleeve  118  is applied about the fitting  112  and a portion of the tubes  114 ,  116  as described above to provide a second additional barrier against spark propagation. These multiple EME protective provide include independent failure modes, thereby ensuring that a single failure cannot result in spark propagation from a spark zone to the fuel tank. It should be appreciated that the sealing material  124  shown in  FIGS. 4B-D  and described above may be used in addition to or in lieu of tip seals  122 . Suitable shrink-wrap sleeve materials would include FEP, PTFE, PEEK, or other materials with suitable chemical and thermal properties and the ability to form a shrink-wrap tube. 
         [0040]    The first method for preventing spark propagation is through the metal-to-metal interface between the fitting  112  and tubes  114 ,  116 . The second is through the use of either external tip seals  122  or internal sealing material  124 . The tip seals  122  or sealing material  124  provide a physical barrier between any sparking and the fuel tank. A third method for preventing spark propagation is through the use of a sleeve  118  or wrap that forms a mechanical barrier between the hydraulic joint  110  and the surrounding medium. Each of these methods of preventing spark propagation requires an individual failure condition, and therefore a combination of these methods satisfies the requirements of FAR 25.981. 
         [0041]    Therefore, the proposed modified system will at least accomplish the goals as stated above by providing additional protection involving unique failure modes. 
         [0042]    The examples presented here are single piece radially swaged or cryogenic fittings. It will be apparent to one trained in the art that the principles of sealing with tip seals and covering with wrap or tubular sleeving, in single or multiple pieces, may apply to multi-piece axially swaged fittings or other hydraulic fittings. 
         [0043]    The various embodiments described above are intended to be illustrative in nature and are not intended to limit the scope of the invention. Any limitations to the invention will appear in the claims as allowed.