RU2452668C2 - Test equipment for testing aircraft additional center tank system - Google Patents

Abstract

FIELD: physics.

SUBSTANCE: invention relates to test equipment for testing aircraft additional centre tank (ACT) system. The test equipment comprises at least one of the following test modules: a first test module and a second test module. The first test module can be connected to the ACT system in place of part of control apparatus which performs an auxiliary fuel management computer (AFMC) function. The first test module has apparatus for generating one or more test signals imitating one or more ACT valve control instructions. The second test module can be connected to the ACT system in place of the control apparatus which performs an auxiliary level sensing control unit (ALSCU) function, while the other part of the control apparatus which performs the AFMC function remains in place in the ACT system. The second test module has apparatus for generating one or more test signals imitating one or more fuel level readings in the ACT.

EFFECT: high efficiency of testing characteristics of an aircraft ACT system.

15 cl, 3 dwg

Description

FIELD OF THE INVENTION

The present invention relates to a test device for testing an additional center tank (ACT) system of an aircraft.

State of the art

Modern cargo and passenger aircraft, in addition to the main fuel tank system, can be equipped with an additional central fuel tank system (ACT). The ACT system may include one or more additional central fuel tanks, all located in the aircraft fuselage. For example, an Airbus ™ A319CJ aircraft model can contain up to six additional central fuel tanks. The main fuel tank system typically comprises one or more fuel tanks in each wing and one central fuel tank in the aircraft fuselage.

The ACT system includes many valves necessary for supplying fuel to the ACT, from the ACT and between the ACTs (during refueling and draining of the fuel, as well as when pumping fuel during the flight), as well as for venting the ACT. Examples of such valves are a fuel inlet valve for each additional central fuel tank, one or more bypass valves for supplying fuel to the additional central fuel tanks from the main fuel tank system, one or more fuel valves for refueling the additional central fuel tanks on the ground, one or more shut-off air valves for regulating the flow of compressed air supplied to additional central fuel tanks, etc. Those of ordinary skill in the art will generally know the design and operation of aircraft ACT systems, particularly in the Airbus ™ series of models.

The fuel management of the ACT system can be provided with controls common to the main fuel tank system and the ACT system, however aircraft are known in which separate controls are provided for this task. One of these models is the Airbus ™ A319CJ above. Separate ACT system controls may include an auxiliary fuel management computer (AFMC) that works with an auxiliary level sensing control unit (ALSCU) using a relay system. The AFMC controls, among other things, the automatic transportation of fuel from ACT to the main central fuel tank and vice versa, as well as between ACTs in such a way as to balance the aircraft in transporting fuel and to keep the center of gravity of the aircraft within certain limits.

Level sensors associated with ACT determine the presence or absence of fuel at various levels in the fuel tanks. The system for determining the fuel level in the tanks may include, in particular, a high level sensor in each ACT to detect the presence of fuel at a high level and to complete the fueling of the corresponding fuel tank. It may also include low level sensors for detecting low fuel level in the fuel tank. ALSCU processes the results of determining the fuel levels in the fuel tanks and compares the wet state of the low level sensors in order to monitor the health of the ACT fuel transportation and, if necessary, give an alarm in the cockpit. Accordingly, ACT and ALSCU level sensors are involved in the control of ACT fuel transportation.

The ALSCU may also contain a logic unit that allows you to identify damage to ACT ventilation and refueling / transportation pipelines and their subsequent isolation.

In addition, the AFMC receives fuel quantity data and other information related to the main fuel tank system from the Fuel Quantity Indicating Computer (FQIC). AFMC uses the information received from ALSCU and FQIC to calculate the amount of fuel in the ACT and on the entire aircraft to output the result to the Electronic Centralized Aircraft Monitor (ECAM) located in the cockpit, or to other consumers, as well as to control automatic refueling PBX.

AFMC and ALSCU can be separate units that can be connected to special ACT system connectors. Alternatively, AFMC and ALSCU can be combined into one control unit.

Tests before delivery, as well as ground tests during scheduled maintenance, require, among other things, verification of the correct functioning of ACT, and / or AFMC, and / or ALSCU valves, i.e. the correct response of the respective components to certain conditions and / or certain commands. Such commands may include valve control commands manually issued from the cockpit of the aircraft. So, for example, in response to an intake valve actuation command, an appropriate signal should be generated that causes a certain indicator means located, for example, in the cockpit, to indicate that a manual valve actuation command has been issued to the ACT valve. Then, each time a command is issued for valve actuation, it is necessary to check the actual actuation of the corresponding valve according to the command for its actuation. And finally, it is necessary to check whether the ACT valves take up predefined positions after detecting a malfunction of the ACT system (for example, a malfunction in the transport of ACT fuel or a low fuel level in ACT).

Disclosure of invention

In accordance with the foregoing, the object of the present invention is to provide a test device that allows simple and effective testing of at least certain characteristics of an aircraft ACT system.

To solve this problem, the present invention provides a test device for testing the ACT system of an aircraft, the ACT system comprising control means configured to perform the functions of an auxiliary computing device for controlling fuel consumption (AFMC) and an auxiliary control device for measuring fuel level (ALSCU), comprising at least one test module configured to connect to the ACT system instead of at least a portion of the control at the same time, the specified test module contains means for generating one or more test signals and supplying test signals to the ACT system.

The test module preferably comprises a switch for turning one or more test signals on and off. Such a switch may have manual control. Additionally or alternatively, the test device may comprise a test program for execution by the processor, wherein the test program is configured to generate one or more predefined test signals or one or more sequences of predefined test signals output by the test module.

In a simple embodiment, the test signals may be high or low electric potential, with a low level corresponding to a zero potential and a high level corresponding to a positive or negative potential other than zero potential. High potential can correspond, in particular, to the rated voltage of the aircraft’s onboard power supply system, and the test module can receive high potential signals from the onboard power supply system. Of course, the test device may also contain its own source of electrical voltage, independent of the on-board power supply system.

In one embodiment, the test device comprises a first test module configured to be connected to the ACT system instead of a part of the control means that performs the AFMC functions, the first test module comprising means for generating one or more test signals simulating one or more ACT valve control commands. This option may be useful for testing the correct functioning of various ACT valves.

These one or more ACT valve control commands may include, but are not limited to:

- ACT intake valve control command, which relates to the ACT intake valve or to each of the ACT intake valves, and / or

- ACT air shut-off valve control command; and / or

- ACT vent valve control command; and / or

- ACT filling valve control command.

The first test module may also comprise means for generating one or more test signals simulating at least one pre-set condition AFMC of a controlled fuel failure, and a pre-set state AFMC of low fuel level.

The first test module may also comprise means for receiving one or more ACT valve status signals representing the open and closed state of one or more ACT valves, the first test module also comprising first indication means for visually displaying the states of one or more ACT valves.

The first indication means may be configured to display, in particular:

- ACT intake valve status, which refers to the ACT intake valve or to each of the ACT intake valves; and / or

- state of the air shut-off valve ACT; and / or

- Status of the ACT vent valve; and / or

- state of the fuel isolating valve ACT; and / or

- ACT bypass valve status; and / or

- Status of vent isolating valve ACT.

The first indication means preferably comprises two light emitting diodes for the ACT valve or for each of the ACT valves, wherein one light emitting diode in the on state displays the open position of the valve, and the other light emitting diode in the on state displays the closed position of the valve. One light emitting diode may, for example, be green and the other red.

The first test module may also comprise second display means for displaying the generation of one or more commands for ACT valves, manually generated by one or more valve controls provided in the cockpit of the aircraft.

In another embodiment, the test device comprises a second test module configured to be connected to the ACT system instead of the part of the control that performs the ALSCU functions, while the other part of the control that performs the AFMC functions remains in place in the ACT, while the second the test module comprises means for generating one or more test signals simulating one or more fuel level readings in the ACT. This embodiment is useful, in particular, for testing the correct operation of the AFMC control unit.

The second test module may comprise, in particular, a two-position switch for an additional central fuel tank, or for each of the additional central fuel tanks, to generate one or more test signals simulating wet and dry state of the fuel tanks.

The second test module may also comprise means for generating one or more test signals simulating:

- a valve control command to start the first servomotor of the fuel isolating valve; and / or

- a valve control command to start the second servomotor of the fuel isolating valve; and / or

- a valve control command to start the first servomotor of the ventilation isolating valve; and / or

- a valve control command to start the second servomotor of the ventilation isolating valve.

Given the above, it should be understood that at least some of the many valves typically installed in an ACT system can be equipped with two independent servos (servomotors) in order to provide redundancy. An exception may be a filling valve, which is often equipped with only one actuator.

The second test module may also comprise means for generating one or more test signals simulating:

- indication of damage to the pipeline; and / or

- a command to close the alarm supply circuit; and / or

- a pre-defined malfunctioning state of fuel transportation ACT.

The second test module may also include an indication means that indicates whether the alarm circuit is closed and / or the emergency power supply to the aircraft is operational.

Brief Description of the Drawings

The following is a more detailed description of the present invention with reference to the accompanying drawings, in which:

Figure 1 is a schematic top view of the system of additional central fuel tanks of the aircraft,

2 is a front panel of a test module for simulating ACT valve control commands, and

3 is a front panel of a test module for simulating ALSCU signals.

The implementation of the invention

Figure 1 shows a schematic top view of a general arrangement of a fuel tank system of a commercial passenger or cargo aircraft according to one embodiment of the invention. The fuel tank system includes a main fuel tank system and an additional central fuel tank system (ACT system). The ACT system is generally indicated in the figure by reference number 10. The main fuel tank system comprises a left wing fuel tank 12, a right wing fuel tank 14, and a central fuel tank 15.

In the embodiment shown in the drawing, the aircraft is equipped with six ACTs, which are indicated by the reference numbers 16, 18, 20, 22, 24 and 26. ACT 16-26 are located in the cargo compartment of the fuselage of the aircraft and are connected to each other via a fuel pipe 28 In addition, they are connected to the main wing fuel tanks 12, 14 and the central fuel tank 15 by means of the fuel pipe 30. The fuel pipe 30 is the main fueling / draining line.

Each of the additional central fuel tanks (ACT) 16-26 is provided with a fuel inlet valve 32, 34, 36, 38, 40, 42, respectively.

The fuel valve 44 allows the fueling of the ACT system. During fueling, the filling valve 44 is set to the open position and closes for the rest of the time.

The fuel transfer pump 46 and the ACT bypass valve 48 form a fuel transfer mechanism between the main fuel tank system and the ACT system 10. Such pumping of fuel is carried out not only during refueling, but also during the flight, when the fuel loaded on board the aircraft is gradually burned, starting with ACT fuel. For this purpose, ACT fuel can be pumped through a fuel pipe 30 to a main central fuel tank 15, and one ACT after another is emptied sequentially.

In order to provide ventilation for the ACT system, a vent line 50 is provided that is connected to all additional central fuel tanks 16-26 and to the vent line 52 of the central fuel tank. Vent valves not shown in FIG. 1 allow selective venting of additional central fuel tanks 16-26.

After the fuel has been removed from the additional central fuel tanks 16-26, compressed air is supplied to them in order to prevent the formation of a potentially explosive gaseous mixture in said additional central fuel tanks. Compressed air is supplied through an air shut-off valve 54 installed in the air charge line 56 to the additional central fuel tanks 16 and 22. Since all ACT 16-26 are hydraulically connected to each other by means of the ventilation line 50, the compressed air supplied to the ACT 16 and 22, also enters the remaining ACT 18, 20, 24, and 26.

The ACT 10 is controlled by the Auxiliary Fuel Management Computer (AFMC), which works with the Auxiliary Level Sensing Control Unit (ALSCU), which are not shown in the drawings. Before the delivery of a new aircraft to the customer, as well as during regular maintenance, it is necessary to test the entire ACT system, including its valves and AFMC, to ensure that the system functions correctly.

Figure 2 shows a non-limiting example of the implementation of the front panel 58 of the test module, designed to simulate control commands ACT valves. The specified test module replaces AFMC. In other words, to use the specified test module, you must first disconnect the AFMC from the 10 ACT system. The test module should then be connected to the 10 ACT system using the same electrical interface interconnect that the AFMC is connected to.

In the upper left part of the front panel 58, shown in FIG. 2, there is a vertical row of six on-off switches (on / off) 60, 62, 64, 66, 68, 70 with manual control. Of these, the switch 60 is intended to simulate an inlet valve control command 32 associated with ACT 16, the switch 62 is intended to simulate an intake valve control command 34 associated with ACT 18, etc. The inclusion of switches 60-70 by moving their rocker levers to the right position, as shown in FIG. 2, corresponds to simulating the “open” command, i.e. the command that causes the ACT intake valves to open. On the other hand, moving the rocker arms to the left in FIG. 2 corresponds to simulating a close command for ACT intake valves.

To the right of switches 60-70 on the front panel 58, there is a vertical row of light emitting diodes 72-82, which indicate whether a manual action has been taken to open the ACT intake valves from a valve control panel (not shown) installed in the cockpit of the aircraft . Thus, for the operator conducting the test, there are two options for testing the ACT inlet valves: one by simulating the valve control commands using the switches 60-70 of the test device shown in FIG. 2, and the other using the valve control command panel from the cab crew of the aircraft. The intake valve control commands that are generated from the valve control command panel in the cockpit enter the test module through the above-mentioned connecting system interface tool 10 ACT.

In order to simply check whether the ACT intake valve control command (issued from the test device or the crew panel) to occupy the desired position by the corresponding ACT intake valve, two vertical rows of light emitting diodes are provided to the right of the row of light emitting diodes 72-82 . These two vertical rows indicate the open and closed position of the intake valves 32-42. The first row of light emitting diodes 84-94 consists of six red light emitting diodes, which in the on state indicate that the respective inlet valves are in the closed position. The second row of light emitting diodes 96-106 consists of six green light emitting diodes which, when turned on, indicate that the respective inlet valves are in an open position.

Below the row of switches 60-70 in the vertical row is another group of five two-position switches (on / off) 108-116 with manual control. They can be used to simulate the air shut-off valve control command (switch 108), the vent valve control command (switch 110), the fuel valve control command (switch 112), the AFMC fuel transportation failure condition (switch 114), and the low fuel state in ACT ( switch 116). While the switches 108 and 112 function in the same way as the switches 60-70, the switch 110 is reversed, i.e. the "open" command corresponds to the left position of the rocker switch, and the "close" command corresponds to the right position of the rocker switch.

To the right of the switches 108-116 on the front panel 58 are two more vertical rows of light emitting diodes, which in the same way as described above for light emitting diodes 72-82 and light emitting diodes 84-94, display the position of the bypass valve 48, air shutoff valve 54, ventilation valve, fuel isolating valve and ventilation isolating valve.

In the case of simulating the AFMC state of a fuel transportation malfunction (which may be caused, for example, by a malfunction of the fuel transfer pump 46 and / or bypass valve 48) by setting the switch 114 to its right position, at least a portion of the ACT valves indicated on the front panel 58 should be automatically transferred to certain predefined positions. Depending on which of the various LEDs on the front panel 58 will be lit, it is possible to check whether the respective valves are actually in the indicated preset positions.

Figure 3 shows a non-limiting example of the implementation of the front panel 138 of the test module, configured to simulate ALSCU signals. This test unit replaces ALSCU. In other words, to use the specified test unit, you must first disconnect the ALSCU from the 10 ACT system. The test unit should then be connected to the ACT system 10 using the same electrical interface connecting tool through which the ALSCU is connected.

At the top of the front panel 138, there is a light emitting diode 140, which when turned on indicates that the emergency power supply unit, which supplies a preset voltage to the test device, is functioning normally. The emergency power supply unit (not shown) contains a time relay that can be set for a predetermined time, for example, for 20 seconds. If the time relay is functioning properly, the light emitting diode 140 should turn on for 20 seconds and then turn off.

Next, under the LEDs 142, 144, there is a horizontal row of manual switches 146-156 that are used to simulate pre-set fuel level indication signals for each ACT. Switches 146-156 are on-off (on / off) and simulate a wet and a dry level. With the help of switches 146-156, it is possible to check whether the AFMC block, which remains in place in the ACT system during the use of the test module replacing the ALSCU, is functioning correctly, i.e. whether it causes a predefined reaction. For example, it may be required that the AFMC provides a visual indication of fuel levels on a display panel in the cockpit.

Under the horizontal row of switches on the front panel 138, there is a vertical row of on / off (on / off) switches 158-170. A switch 158 in the “on” position simulates an actuation command to a first actuator of an isolating valve located in the fuel line. The switch 160 in the "on" position simulates the actuation command to the first ventilation valve servomotor. A switch 162 in the “on” position simulates the actuation command to the second servomotor of the fuel isolating valve, and the switch 164 can be used to simulate the actuation command of the second servomotor of the vent valve. In this case, you can check whether the AFMC provides the appropriate indication on the display in the cockpit, and whether certain valves occupy the position corresponding to the response command.

Switch 166 in the on position simulates damage to the ventilation duct. In this case, you can check whether the AFMC provides the appropriate indication on the display in the cockpit. A switch 168 in the on position simulates an ALSCU output corresponding to, for example, damage to a fuel transfer pump 46. In this case, you can also check whether the AFMC provides the appropriate indication on the display in the cockpit.

Finally, the switch 170 in the "on" position simulates a command to close the supply circuit of a warning signal to detect damage to the ventilation pipe. The light emitting diode 172, mounted to the right of the switch 170, is turned on if the alarm circuit is successfully closed.

Claims (15)

1. A test device for testing the system of additional central fuel tanks (ACT system) of the aircraft, while the ACT system contains control means configured to perform the functions of an auxiliary computing device for controlling fuel consumption (AFMC) and an auxiliary control device for measuring fuel level (ALSCU) comprising at least one test module configured to connect to an ACT system instead of at least a portion of the control means, wherein said at least one test module comprises means for generating one or more test signals and supplying test signals to the ACT system, and also includes at least one of the following test modules: a first test module configured to connect to the ACT system instead of the part of the control tool that performs the functions of AFMC, the first test module contains means for generating one or more test signals simulating one or more control commands to Apans ACT, and a second test module configured to connect to the ACT system instead of the control part that performs the ALSCU functions, while the other part of the control that performs the AFMC functions remains in place in the ACT system, while the second test module contains means for generating one or more test signals simulating one or more fuel level readings in ACT. 2. The test device according to claim 1, characterized in that at least one of the first and second test modules contains switching means for turning on or off one or more test signals. 3. The test device according to claim 2, characterized in that the switching means are manually controlled. 4. The test device according to claim 1, characterized in that one or more simulated ACT valve control commands comprises: an ACT intake valve control command that relates to an ACT intake valve or to each of ACT intake valves; and / or ACT air shutoff valve control command; and / or ACT vent valve control command; and / or ACT valve control command. 5. The test device according to claim 1, characterized in that the first test module comprises means for generating one or more test signals simulating at least one of the following states: a predetermined state AFMC fuel transportation failure and a predefined state AFMC low fuel level. 6. The test device according to claim 1, characterized in that the first test module comprises means for receiving state signals of one or more ACT valves representing the open and closed state of one or more ACT valves, wherein the first test module contains first indication means for visual display the states of one or more ACT valves. 7. The test device according to claim 6, characterized in that the first indication means is configured to display: the status of the intake valve ACT, which refers to the intake valve ACT, or to each of the intake valves ACT; and / or ACT air shutoff valve condition; and / or ACT vent valve condition; and / or ACT fuel isolation valve state; and / or ACT bypass valve conditions; and / or ACT vent isolation valve status. 8. The test device according to claim 6, characterized in that the first indicating means comprises two light-emitting diodes for the ACT valve, or for each of the ACT valves, while one light-emitting diode in the on state displays the open position of the valve and the other light-emitting diode in when on, displays the closed position of the valve. 9. The test device of claim 8, wherein one light emitting diode emits green light and the other red. 10. The test device according to claim 1, characterized in that the first test module comprises second indication means for displaying the generation of control commands for one or more ACT valves, supplied manually using one or more valve controls provided in the cockpit of the air vessel. 11. The test device according to claim 1, characterized in that the second test module contains a two-position switch for an additional central fuel tank, or for each of the additional central fuel tanks, designed to generate one or more test signals simulating wet and dry state of the fuel tanks . 12. The test device according to claim 1, characterized in that the second test module comprises means for generating one or more test signals simulating: a valve control command to start the first servomotor of the fuel isolating valve; and / or a valve control command for starting a second servomotor of the fuel isolating valve; and / or a valve control command to start the first servomotor of the vent isolating valve; and / or a valve control command to start the second servomotor of the vent isolating valve. 13. The test device according to claim 1, characterized in that the second test module comprises means for generating one or more test signals simulating: indication of damage to the pipeline; and / or an alarm closure command; and / or a predetermined malfunctioning state of fuel transportation ACT. 14. The test device according to item 13, wherein the second test module contains an indication means that indicates whether the alarm circuit is closed. 15. The test device according to claim 1, characterized in that the second test module comprises an indication means that shows whether the emergency power supply to the aircraft is operational.

Images