RU229835U1 - Fuel Metering System Test Unit - Google Patents

Abstract

The utility model relates to measuring equipment and can be used for monitoring and measuring the parameters of fuel metering systems. The technical result is achieved due to the fact that the fuel metering system testing unit contains a control module, a managing module and a variable electric capacitance generation module. The control module contains a controller and a generator and is connected to an immittance meter. The managing module contains an electric capacitance simulator and a switch. The variable electric capacitance generation module contains a stepper motor, a stepper motor control unit, an angular position sensor and a variable electric capacitance capacitor. The fuel metering system testing unit is an automated parameter monitoring and measurement system and monitors and measures all necessary parameters in accordance with technical operation manuals and technical specifications, collects, processes, accumulates and stores test results, outputs test results, maintains a database for each equipment being tested.

Description

The utility model relates to measuring equipment and is intended for monitoring and measuring the parameters of the fuel control and measurement system (SUIT5-2) consisting of: IT2-1, IT2-2, IT2-3, ITS2-1 indicators, fuel gauge sensors DT36A-2, DT36A-3, DT36A-4, fuel gauge sensors with an alarm DTS22-1, DTS22-12, DTS-3, fuel gauge sensor with a compensator DTK12-1, fuel gauge sensors with an alarm and compensator DTSK16, DTSK16-4, DTSK16-5, sensor-alarm DSMK8A-5, relay control unit BUR8 and fuel flow meter RT2-3K consisting of: flow meter sensor DRTMS10t with density meter sensor DPE3-1, fuel flow indicator IRT1-2, signal converter PS 10.

Known is the "Test bench for the installation for checking flow meters", patent No. 2241963, 2004, copyright holder Closed Joint-Stock Company "Vzlet' (RU), which includes a test table made in the form of a frame, equipped with a tray, the first and second sections of the pipeline, the end parts of which face each other with flanges and are located on the same axis, also additionally contains a carriage mounted on guides in the frame with the ability to move along it, and a third section of the pipeline is introduced, the end part of which is equipped with a flange, and the second section of the pipeline is made in a U-shape, wherein its second end part, equipped with a flange, is located on the same axis with the end part of the third section of the pipeline, and the U-shaped section of the pipeline is located on the carriage. The disadvantage of the known solution is its high labor intensity, since it is necessary to use a large number of individual devices for measurements and the entire verification process is carried out manually, as well as low measurement accuracy, due to the influence of the human factor and the use of moral and physically obsolete equipment.

The control and testing equipment KPA-IS2, 1985 (see Appendix 1), is known, consisting of the KPA-IS2-BPVU unit, the KPA-IS2-BID1 unit as part of the KPA-IS2-BPD unit. Measurement of the electrical capacitance of the sensor and testing of the compensator operation is performed by a multi-arm self-balancing AC bridge, which consists of arms formed by transformer windings and electrocapacitive arms formed by capacitors. The control and testing equipment KPA-IS2 simulates the capacitances and resistance thermometer of the sensor, the capacitances of the compensator in order to test the operability of the secondary devices of the fuel measuring systems. Determination of the calibration error of the indicators is performed according to the principle of a self-balancing AC bridge, two arms of which are a potentiometer located in the equipment, the other two are a potentiometer located in the indicator being tested. The disadvantage of this solution is that this KPA-IS2 control and testing equipment requires manual control when performing tests of the BUR8 unit (control of the relay group status is performed visually by switching on the control lamps), when performing tests of the measuring part of the SUIT5-2 fuel control and measurement system (control of the signal status supplied from the SIUT5-2 fuel control and measurement system to the SO-69 aircraft transponder using LEDs and the response time is determined by manual start and stop of the mechanical stopwatch), as well as the lack of a built-in power source for direct current with a voltage of 27 V and alternating current with a voltage of 115 V and a frequency of 400 Hz (for the operation of the control and testing equipment, connection of external power sources is required).

The control and testing equipment KPA-RMS1A, 1973 (see Appendix 2), is known, which is a hydraulic system consisting of a measuring and supply tank BT1A and a hydraulic unit AG1A, interconnected by pipelines. Automatic control of the KPA operation is performed using the measuring console PI2A. The hydraulic unit in combination with the measuring and supply tanks provides the ability to check the flow meters by pumping fuel through the flow meter sensors, the volume of which is measured either by the measuring tank or by the pump, which performs the function of the control flow meter. A rotary pump of the BPK-4 type is installed on the control and testing equipment KPA-RMS1A, which pumps a strictly defined volume of fuel into the main line for each revolution. Checking the sensor or the totalizing flow meter kit by the pump is performed by comparing the flow meter readings with the counter readings, expressed in liters (when checking the sensor) or kilograms (when checking the kit). To ensure more accurate testing of flow meter sensors, the KPA has a measuring tank with a calibrated capacity. To test secondary devices with indicators, a sensor simulator is used, consisting of a DID electric motor rotating two inductive-pulse mechanisms and a generator. To measure the capacity of density meter sensors, a self-balancing AC bridge is used on the PI2A. The disadvantage of this solution is that this KPA-RMS1A control and testing equipment requires large time and operating costs, as well as the lack of a built-in power source for direct current with a voltage of 27 V and alternating current with a voltage of 115 V with a frequency of 400 Hz (for the operation of the control and testing equipment, external power sources must be connected).

The technical problem that the claimed utility model is aimed at solving is the creation of a device for testing fuel measuring systems that is free from the above-mentioned disadvantages of known analogues and ensures increased measurement accuracy.

The stated objective is achieved due to the fact that the fuel metering system testing unit contains a control module connected via inputs and outputs to an immittance meter and containing a controller and a generator connected to each other via inputs and outputs, a control module containing an electric capacitance simulator and a switch, and a variable electric capacitance generation module containing a stepper motor, a stepper motor control unit, an angular position sensor and a variable electric capacitance capacitor, wherein the control module is connected via an output to the stepper motor control unit, via an input to the angular position sensor, and via inputs and outputs to the control module, in addition, the fuel metering system testing unit contains input and output devices and a power source connected to the control module, the control module and the variable capacitance generation module, and via the power module - to the equipment being tested.

The fuel metering system test unit is an automated system for monitoring and measuring parameters and monitors and measures all necessary parameters in accordance with the technical operation manuals and technical specifications, collects, processes, accumulates and stores test results, outputs test results, and maintains a database for each tested equipment. The stepper motor control unit, upon control commands from the control module, controls the operation of the stepper motor, which rotates the rotor of the variable electric capacitance capacitor to the required angle, which is measured using an angular position sensor, thereby simulating the electric capacitance of the density sensor of the tested fuel flow meter or the tank sensor of the fuel control and measurement system. Upon control commands from the control module, the generator reproduces a signal simulating the operation of the flow sensor of the tested fuel flow meter. All measured values are displayed on the output device using software for each type of tested equipment and are also saved in the database for this type of tested equipment and can be used to check its operability during operation of the tested equipment. The declared solution ensures a reduction in operating and time costs, as well as an increase in the accuracy and reliability of the results of testing fuel measuring systems, due to the automation of parts of the tests and the elimination of the influence of the human factor on the course of the tests.

The claimed solution is explained by a drawing - a block diagram of the device, on which the following positions are designated: 1 - immittance meter, 2 - control module, 3 - controller, 4 - generator, 5 - control module, 6 - electrical capacitance simulator, 7 - switch, 8 - input device, 9 - output device, 10 - variable electrical capacitance generation module (hereinafter referred to as the VEC module), 11 - stepper motor control unit, 12 - stepper motor, 13 - angular position sensor, 14 - variable electrical capacitance capacitor, 15 - power source, 16 - power module.

The control module 2 controls all components of the testing unit. The control module 2 contains a controller 3, which performs measurements, preliminary processing of information and testing according to a built-in algorithm, and a generator 4, designed to reproduce the frequency of alternating current voltage. The control module 2 is connected via inputs and outputs to the immittance meter 1, designed to measure the electric capacitance of the channels of the equipment being tested. The control module 5 is designed to reproduce the electric capacitance and switching of the equipment being tested and the control module 2 and contains an electric capacitance simulator 6 and a switch 7, which ensures communication between the equipment being tested and switching of the measuring channels of the control module 5 and the control module 2. The electric capacitance simulator 6 ensures the reproduction of alternating current voltage, simulating the operation of the indicator of the fuel control and measurement system being tested, the voltage of which is proportional to the change in the electric capacitance of the tank sensors.

Input device 8 is a push-button block with contextual button functions. Output device 9 is a monochrome LCD display, which displays the context menu, information about the current step and test results, service information, self-diagnostics results, and indication of measuring channels.

The variable electric capacitance generation module 10 ensures the reproduction of the electric capacitance and contains a stepper motor 12, a stepper motor control unit 11, an angular position sensor 13 and a variable electric capacitance capacitor 14. The stepper motor control unit 11 converts the commands of the control module 2 into control signals for the stepper motor 12. The stepper motor 12 ensures the rotation of the rotor of the variable electric capacitance capacitor 14, which ensures the reproduction of the electric capacitance for performing tests of the equipment being tested. The angular position sensor 13 is intended for determining the angular position of the rotor of the variable electric capacitance capacitor 14.

Power supply 15 supplies power to control module 2, control module 5 and variable electric capacitance generation module 10. It also generates voltages that are supplied to power supply module 16. Power supply module 16 converts the voltages supplied to it into the voltages required to supply the equipment being tested.

The fuel metering system test unit has several operating modes, including:

1) automatic verification mode;

2) manual testing mode;

3) built-in performance monitoring mode.

The stepper motor control unit 11, upon control commands from the control module 2, controls the operation of the stepper motor 12, which rotates the rotor of the variable electric capacitance capacitor 14 by the required angle, the measurement of which is performed using the angular position sensor 13, which provides feedback, thereby simulating the electric capacitance of the density sensor of the fuel flow meter or the tank sensor of the fuel control and measurement system. The electric capacitance simulator 6, upon control commands from the control module 2, converts the incoming reference voltage from the power source 15 into an alternating current voltage simulating the operation of the fuel control and measurement system indicator with the tank sensor for checking the total fuel meter indicator. The immittance meter 1, upon control commands from the control module 2, measures the electric capacitance of the tested tank sensor of the fuel control and measurement system or the density sensor of the fuel flow meter, the switching of the circuits of which is performed via the switch 7. The generator 4, upon control commands from the control module 2, reproduces a signal simulating the operation of the flow sensor of the fuel flow meter, reproducing a sinusoidal voltage of the required frequency.

Before starting the test, the equipment being tested is connected to the fuel metering system test unit, the power is turned on, and the fuel metering system test unit performs a self-diagnostic procedure. The output device indicators are used to check the serviceability of the fuel metering system test unit and the correct connection of the equipment being tested. Then, the type of equipment being tested and the type of test are selected.

During the tests, the parameters of the output signals are compared with the reference values. If the deviations of the measured parameters from the reference values are within the established tolerances, the equipment being tested is considered serviceable. If the measured parameters deviate beyond the tolerances, the equipment being tested is considered faulty. All signals measured as a result of the test can be entered into the database of the industrial computer, and on their basis a test chart for the corresponding equipment being tested is compiled.

The technical means of the unit can function both in manual and automatic mode under the control of system and application software installed on the industrial computer. The software of the complex is intended for:

selection of block operating modes;

providing a user-friendly interface for managing checks and displaying control results;

modeling the operating modes of the device being tested;

control of the correct connection of the device being tested;

automatic block testing;

automated verification of the parameters of the device being tested;

maintaining a database of inspections;

generating reports based on the results of checks and printing them.

To check the electrical capacity of the fuel control and measurement system sensors, the immitance meter is pre-connected (before connecting the sensors) and the immitance meter zero correction is performed. After that, the sensors to be checked are connected in accordance with the check scheme and the fuel measurement system check unit measures the electrical capacity of the connected sensors using the immitance meter. The measured value is compared with the permissible deviations and the serviceability of the sensors is determined.

To check the operation of the alarms in sensors of the DTS22, DTSK-16, DSMK8A-5 type of the SUIT5-2 fuel control and measurement system, the sensors being tested are connected in accordance with the test diagram. The fuel measurement system test unit displays information about the current state of the alarm, and the operator, comparing the position of the sensor with the actual position and monitoring the presence of a signal of the alarm triggering, determines the proper functioning of the alarm.

To check the functioning of the measuring part of the fuel control and measurement system SUIT5-2, the fuel measurement system test unit simulates the signals of the tank sensor corresponding to the checked mark of the indicator scale. Using the control buttons on the input device, the operator sets the pointer of the indicator exactly to the checked mark of the indicator scale and monitors the change in readings when moving to the next step of the test, and also monitors the change and the processing time of the output signal of the fuel control and measurement system SUIT5-2 for the SO-69 aircraft transponder. In this way, the serviceability of the functioning of the measuring part of the SUIT5-2 control and measurement system is determined.

To check the operation of the BUR 8 unit of the SUIT5-2 fuel control and measurement system, the equipment being tested is connected in accordance with the test diagram. The fuel measurement system test unit checks the closure of the circuits of various relay groups located in the BUR8 unit and determines its operability.

To adjust the BPSP2 unit of the RT2-3K fuel flow meter, connect the equipment being tested in accordance with the test diagram. The fuel measuring system test unit supplies power to the RT2-3K fuel flow meter, simulates the operation of the density sensor and issues instructions on the current adjustment value. The operator makes the adjustment using the adjustment resistors located in the BPSP2 unit - aligns the arrow on the density scale of the BPSP2 unit with the corresponding mark. This adjustment is necessary to configure the BPSP2 unit for operation with the fuel measuring system test unit and, in particular, with the simulated sensors. Upon completion of the adjustment, the operator can proceed to perform the following tests.

To adjust the IRT1 indicator of the RT2-3K fuel flow meter, connect the equipment being tested in accordance with the test diagram. The fuel measuring system test unit supplies power to the RT2-3K fuel flow meter, simulates the operation of the flow sensor and issues instructions on the current adjustment value. The operator makes the adjustment using the adjustment resistors located in the IRT1 indicator - aligns the arrow on the density scale of the BPSP2 unit with the corresponding mark. This adjustment is necessary to set up the IRT1 indicator for operation with the fuel measuring system test unit and, in particular, with the simulated sensors. Upon completion of the adjustment, the operator can proceed to perform the following tests.

To check the fuel consumption scale of the IRT1 indicator with the PS-10 signal converter of the RT2-3K fuel flow meter, the equipment under test is connected in accordance with the testing scheme. The fuel measuring system testing unit supplies power to the RT2-3K fuel flow meter, simulates the operation of the flow sensor and issues instructions on the checked mark of the IRT1 indicator scale. Using the buttons of the input device, the operator aligns the IRT1 indicator arrow with the checked mark of the fuel consumption scale and proceeds to check the next mark of the scale. When moving to the next mark, the fuel measuring system testing unit calculates the difference between the set value of the flow sensor simulator frequency and the required value. In this way, the error is determined at the checked mark of the IRT1 indicator fuel consumption scale.

To check the fuel remaining scale of the IRT1 indicator with the PS-10 signal converter of the RT2-3K fuel flow meter, the equipment under test is connected in accordance with the testing scheme. The fuel measuring system testing unit supplies power to the RT2-3K fuel flow meter, simulates the operation of the density sensor and issues instructions on the checked mark of the IRT1 indicator scale. Using the buttons of the input device, the operator aligns the IRT1 indicator arrow with the checked mark of the fuel remaining scale and proceeds to check the next mark of the scale. When moving to the next mark, the fuel measuring system testing unit calculates the difference between the set value of the flow sensor simulator frequency and the required value. In this way, the error is determined at the checked mark of the IRT1 indicator fuel consumption scale.

To check the electric capacity of the dry density sensor DPE3-1 of the fuel flow meter RT2-3K, the immitance meter is pre-connected (before connecting the sensors) and the zero correction of the immitance meter is performed. After that, the sensors to be checked are connected in accordance with the check scheme and the fuel measuring system check unit measures the electric capacity of the connected sensor using the immitance meter. The measured value is compared with the permissible deviations and the serviceability of the sensors is determined.

Claims (1)

A fuel metering system testing unit, including a control module connected via inputs and outputs to an immittance meter and containing a controller and a generator connected to each other via inputs and outputs, a control module containing an electric capacitance simulator and a switch, and a variable electric capacitance generation module containing a stepper motor, a stepper motor control unit, an angular position sensor and a capacitor of variable electric capacitance, wherein the control module is connected via an output to the stepper motor control unit, via an input to the angular position sensor, and via inputs and outputs to the control module, in addition, the fuel metering system testing unit contains input and output devices and a power source connected to the control module, the control module and the variable capacitance generation module, and via the power module - to the equipment being tested.

Images