RU2532963C2 - Onboard system for fuel control and measurement with compensation for fuel dielectric constant - Google Patents

Abstract

FIELD: aircraft engineering.

SUBSTANCE: this system comprises fuel parameter transducers fitted in aircraft fuel tanks: Fuel level and dielectric constant, fuel upper and lower level indicators, onboard computer with left and right control modules, control channels and memory cells on fuel tank geometry, left and right fuel age modules, comparator and balance adjuster. Besides it includes control board with fuel density master, fuelling device and indicator. Note here that dielectric constant transducers are arranged level with fuel upper level indicators. System onboard computer is provided with input to receive extra data from aircraft undercarriage indicator.

EFFECT: higher accuracy, validity and efficiency of measurement fuel mass store, fuel reserve supply and control over aircraft balance at standard and emergent conditions of system operation.

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Description

The present invention relates to aircraft instrumentation and can be used to measure the mass fuel supply on an airplane and control the distribution of fuel in the fuel tanks of an airplane.

Known on-board fuel measuring system designed to measure the fuel supply on board the aircraft [Patent of the Russian Federation No. 2156444, IPC G01F 23/26, publ. 2000]. It contains fuel level sensors installed in the fuel tanks, an on-board computer, a fuel temperature sensor installed in one of the fuel tanks, a comparison device and an indicator. The mass fuel supply in this system is determined by correcting the volume of fuel in the on-board computer from the measured value of the fuel temperature in one of the fuel tanks, and the volume of fuel is determined in the on-board computer based on information received from the fuel level sensors.

The disadvantages of the known system are the presence of a methodological error in determining the mass supply of fuel caused by the dispersion of fuel temperatures in different fuel tanks, as well as the inability to detect fuel imbalance in symmetrically located fuel tanks of opposite sides of the aircraft.

These disadvantages are partially absent in the known on-board fuel metering system with compensation for static dielectric constant of the fuel [Patent for the invention of the Russian Federation No. 2186345, IPC 7 B64D 37/00, 37/14, G01F 23/26, publ. 2002].

The composition of this system, designed to measure the mass supply and fuel imbalance on board an aircraft, includes an on-board computer, a comparison device, an indicator, as well as fuel level alarms and sensors of fuel parameters: level, temperature and dielectric constant, installed in the fuel tanks.

The known system is characterized by a sufficiently low error in measuring the mass fuel supply on board the aircraft, which is achieved, firstly, by installing fuel temperature sensors in all stationary fuel tanks of the aircraft, and secondly, through the use of dielectric permittivity sensors that allow identifying the brand of fuel used .

However, in the known system, balancing the fuel on board the aircraft is carried out with a significant methodological error, which leads to a fuel imbalance that violates the lateral alignment of the aircraft in flight, since the fuel masses in the right and left symmetrically located fuel tanks of the aircraft can differ significantly from each other.

The specified methodological error is caused by the fact that in the known system the current values of the fuel mass in each of the fuel tanks are determined by subtracting the mass of fuel consumed by the aircraft engines from the fuel tanks in flight from the mass of fuel poured into these tanks when refueling the aircraft with fuel on the ground.

Since both of these values: the mass of consumed fuel and the mass of refueling fuel in a particular fuel tank are calculated in the known system with the error of integration of the instantaneous fuel consumption over the flight time, as well as with the error of measuring the temperature and dielectric constant of the fuel in the said tank, in the known system the error in determining the actual mass of fuel in the fuel tank arises and increases with integration over the flight time, which leads to an increase in imbalance opliva and impaired transverse centering of aircraft fuel.

This drawback is partially eliminated in the closest to the proposed invention in terms of technical nature and the achieved technical result and adopted as the closest analogue (prototype) on-board fuel-flow meter system of the aircraft with compensation for the dielectric constant of the fuel [Patent of the Russian Federation No. 2327614, IPC G01F 23/26, B64D 37/14, B64D 37/00, publ. 2008], which includes an on-board computer, a comparison device, a balancing device, a refueling device, an indicator, as well as low level fuel level indicators installed in the fuel tanks and sensors of fuel parameters: level and dielectric constant connected to the on-board computer, the on-board computer connected to the information the communication line with the comparison device and contains an output for connecting using an information line to external aircraft systems, and the balancing device is equipped outputs for transmitting fuel transfer control signals.

The known system allows with sufficient accuracy to measure the mass of fuel in each of the fuel tanks of the aircraft and on the aircraft as a whole, to determine the amount of reserve fuel remaining and to control the balance of the aircraft by fuel in normal operation, i.e. in the absence of failures of system elements or significant changes in external conditions.

However, with a significant change in flight conditions, for example, caused by spatial evolutions of the aircraft, or significant deviations of the refueling fuel parameters from the nominal ones, for example, caused by the deviation of the actual density of the refueling fuel from the nominal value, as well as in case of failures of elements or connections of the system, the known system does not accurately measure a massive fuel supply, and also not sufficiently reliably generates a signal about the reserve fuel balance.

It is also not accurate enough, reliably and effectively known system controls the lateral balancing of the aircraft for fuel, especially at the final stage of flight, as well as in emergency mode. Fuel balancing is necessary to eliminate the fuel imbalance between symmetrically located fuel tanks of the opposite sides of the aircraft, leading to a violation of the lateral alignment of the aircraft. To control the balancing in a known system, control signals are formed for pumping fuel from fuel tanks with a fuel amount greater than the nominal one into symmetrically located fuel tanks with a fuel amount less than the nominal one.

The purpose of balancing fuel transfer is to restore the nominal lateral alignment of the aircraft by leveling the mass of fuel on its port and starboard sides. The formation of fuel transfer control signals is made based on the comparison in the device for comparing the values of the remaining fuel in the left and right symmetrically located fuel tanks of the aircraft. The fuel supply in the fuel tank is determined by subtracting the mass of fuel consumed from this tank in flight from the mass of fuel charged to it on the ground. However, when determining the fuel imbalance in the known system, the mass of fuel consumed from the fuel tanks is determined from the information on the fuel consumption from these tanks. Since the fuel mass consumed in flight is calculated in a known system by integrating the fuel consumption over the flight time, the integration error increases with the flight time and can reach a significant value by the middle of the flight.

Therefore, the method used in the known system for determining the imbalance from the information on the volumetric fuel consumption contains a significant methodological measurement error that increases with the flight time, which does not allow the known system to effectively control the lateral alignment of the aircraft by fuel, starting from the middle of the flight.

In addition, in the known system, the fuel imbalance in general cannot be reliably determined in case of failure of any of the fuel flow sensors.

In addition, in the known system the mass of fuel in a fuel tank containing sensors of fuel parameters: level and dielectric constant cannot be reliably determined in an abnormal mode of operation, i.e. in case of failure of any of the sensors mentioned, in particular, in case of failure of the fuel level sensors

In addition, in the known system, a reliable signal about the reserve fuel balance can be generated only in the normal mode of operation, in the absence of failures and significant changes in external conditions.

This is because the signal on the reserve fuel remaining is generated in the known system only by the low fuel level warning device. Therefore, in an abnormal mode of operation, in case of failure of the aforementioned signaling device or in case of a significant change in the external conditions of its operation, for example, during spatial evolutions of an aircraft, a signal about the reserve balance either cannot be generated at all or is formed with a significant error.

The objective of the invention and its technical result is to increase the accuracy and reliability of the system, both in regular and emergency modes.

The specified task is being solved.

firstly, by increasing the accuracy of measuring the mass of fuel by metrological integration of information about the level, permittivity and density of the fuel, the angles of the spatial position of its free surface and the geometry of the fuel tanks,

secondly, due to the metrological parry of the failures of the fuel parameter sensors by using information from the corresponding serviceable sensor located on the opposite side of the aircraft symmetrically refused,

thirdly, due to the majority formation of a signal about the reserve fuel balance using three physically dissimilar sources of measurement information.

To solve this problem, an on-board fuel monitoring and measurement system with compensation for the dielectric constant of the fuel, containing an on-board computer, a comparison device, a balancing device, a refueling device, an indicator and low fuel level warning devices installed in the fuel tanks, as well as those installed in the fuel tanks and connected to on-board computer sensors of fuel parameters: level and dielectric constant, and the on-board computer contains an output for connection with and information line to external aircraft systems and is connected via an information line to a comparison device, and the balancing device is equipped with outputs for transmitting fuel transfer control signals, supplemented with new elements and connections.

The proposed system differs from the prototype in that it has additionally introduced left and right control modules, each of which is equipped with primary and backup inputs, right and left fuel gauge modules, a control panel, a fuel density adjuster, fuel level high level indicators installed in the fuel tanks, as well as the right and left control channels and the right and left memory cells, the number of control channels and the number of memory cells being equal, each, to the number of fuel tanks, fuel density adjuster, lock device Set and display part of the remote control, the right and left memory cell included in the right and left control modules, respectively, and the control modules and control channels included in the onboard computer.

In addition, the comparison device is equipped with an additional output intended for connecting to the corresponding input of the aircraft’s external systems, the on-board computer is supplemented with an input intended for connecting with the landing gear position indicator via an information line, and fuel dielectric permeability sensors are installed in the fuel tanks at the height of the lower signaling devices fuel level.

Elements of the proposed system have the following connections and connections.

The fuel parameter sensors are connected to the on-board computer through the fuel gauge modules, said sensors installed in the specific fuel tank being connected to the on-board computer through the fuel gauge module corresponding to the tank. In this case, the outputs of each of the left fuel gauge modules are connected using the corresponding communication lines to the main input of the left control module and to the redundant input of the right control module, and the outputs of each of the right fuel gauge modules are connected using the corresponding information lines to the main input of the right control module and with redundant input of the left control module.

The left and right control modules are interconnected by a two-way communication line, and the output of each of these modules is connected using the corresponding information line to the output of the on-board computer connected to the comparison device, the output of each of the left control channels is connected by a corresponding two-way communication line with one from the inputs of the left control module, and the output of each of the right control channels is connected by a corresponding two-way information line ides with one of the inputs of the right control module; the control panel is connected to the on-board computer with a two-way communication line, and the output of the refueling device and the output of the fuel density adjuster are connected, each, to one of the indicator inputs.

The fuel parameter sensors are connected to the on-board computer via the corresponding fuel gauge modules as follows: the outputs of each of the fuel level sensors installed in a particular fuel tank are connected to each other and connected to one of the inputs of the fuel gauge module corresponding to the mentioned tank, and the output of the sensor installed in the same fuel tank the dielectric constant of the fuel is connected to another input of the said module. The output of each of the fuel level switches installed in the left fuel tanks is connected to one of the inputs of the left control module, the output of each of the fuel level sensors installed in the right fuel tanks is connected to one of the inputs of the right control module, and the output of each of low fuel level alarms are connected to one of the corresponding inputs of the on-board computer. The output of the comparison device using an information communication line is connected to the input of the balancing device, the outputs of which are designed to transmit control signals for pumping fuel to external aircraft systems.

The device and operation of the proposed system are illustrated in the drawing.

The drawing shows a functional diagram of the proposed system for the case when the number of fuel tanks n = 4. Since the number of inputs of the fuel gauge modules, the number of control channels and the number of memory cells of the proposed system are proportional to the number of fuel tanks with fuel parameters sensors and fuel level indicators installed in them, only the number of the mentioned elements and inputs changes with a change in the number of fuel tanks, however, the structure of the relationships between the elements of the system remains unchanged. Therefore, the essence of the proposed invention does not depend on the number of fuel tanks, provided that this number is even, and the left and right fuel tanks are located symmetrically.

The following notation is introduced in the drawing:

1 - fuel level sensor, 2 - fuel dielectric constant sensor, 3 - upper fuel level indicator, 4 - low fuel level indicator, 5 - first left fuel tank, 6 - second left fuel tank, 7 - first right fuel tank, 8 - the second right fuel tank, 9 - the first left fuel gauge module, 10 - the second left fuel gauge module, 11 - the first right fuel gauge module, 12 - the second right fuel gauge module, 13 - the left control module, 14 - the right control module, 15 - the on-board computer, 16 - main input of the control module, 17 - d the blinking input of the control module, 18 is the first left memory location, 19 is the second left memory location, 20 is the first right memory location, 21 is the second right memory location, 22 is the first left control channel, 23 is the second left control channel, 24 is the first right control channel, 25 - second right control channel, 26 - comparison device, 27 - balancing device, 28 - control panel, 29 - refueling device, 30 - indicator, 31 - fuel density adjuster, 32 - chassis position indicator, 33 - external aircraft systems.

Sensors of fuel level 1, dielectric constant of fuel 2, as well as signaling devices for upper fuel level 3 and lower fuel level 4 are installed in each of the fuel tanks: in the first and second left fuel tanks 5 and 6, respectively, and in the first and second right fuel tanks 7 and 8, respectively.

The outputs of the fuel level sensors 1, installed in the first left fuel tank 5, are interconnected and connected to one of the inputs of the first left module of the fuel meter 9.

In a similar way, fuel level sensors 1 of the second left fuel tank 6 are connected to each other and connected to one of the inputs of the second left fuel gauge module 10, fuel level sensors 1 are connected to one of the inputs of the first right fuel gauge module 11 of the first right fuel tank 7, are interconnected and connected to one of the inputs of the second right module of the fuel gauge 12 fuel level sensors 1 of the second right fuel tank 8.

In the same way, the dielectric constant of the fuel 2, installed in one of the fuel tanks 5, 6, 7, 8, is connected to the other input of the fuel gauge module 9, 10, 11, 12, corresponding to the said fuel tank.

Each of the upper fuel level switch 3 installed in the left fuel tanks 5, 6 is connected to the corresponding input of the left control module 13, and each of the upper fuel level switch 3 installed in the right fuel tanks 7, 8 is connected to the corresponding input of the right module 14. Both control modules 13.14 are part of the on-board calculator 15. The output of each of the low fuel level switch 4 is connected to the corresponding input of the on-board calculator 15. One of the outputs of the first left module is top the livomer 9 is connected by a communication line to the main input 16 of the left control module 13, and the other output of the said fuel gauge module is connected by a communication line to the backup input 17 of the right control module 14; in the same way, one of the outputs of the second left fuel gauge module 10 is connected by a communication line to the main input 16 of the left control module 13, and the other output of the mentioned fuel gauge module is connected by a communication line with a redundant input 17 of the right control module 14.

Similarly, one of the outputs of the first right module of the fuel gauge 11 is connected by a communication line to the main input 16 of the right control module 14, and the other output of the said module 11 is connected by a communication line to the backup input 17 of the left control module 13; in the same way, one of the outputs of the second right-hand module of the fuel gauge 12 is connected by a communication line to the main input 16 of the right control module 14, and the other output of the said module 12 is connected by a communication line to the backup input 17 of the left control module 13.

The left control module 13 contains the first and second left memory cells 18 and 19, respectively, designed to store information about the geometry of the first and second left fuel tanks 5 and 6, respectively, and the right control module 14 is equipped with first and second right memory cells 20 and 21 , respectively, designed to store information about the geometry of the first and second right fuel tanks 7 and 8, respectively. The left and right control modules 13 and 14 are interconnected by a two-way communication line, in addition, the left control module 13 is connected by a two-way communication line with the first left control channel 22 and a two-way information line with the second left control channel 23; in the same way, the right control module 14 is connected by a two-way communication line with the first right control channel 24 and a two-way information line with the second right control channel 25. All of the control channels mentioned are part of the on-board computer 15.

The output of the left control module 13 and the output of the right control module 14 are connected, each, using the corresponding information line to the output of the on-board computer 15, connected via the information line to the input of the comparison device 26, connected via the information line to the input of the balancing device 27 .

The on-board computer 15 is connected by a two-way communication line with the control panel 28, which includes a refueling device 29, an indicator 30 and a fuel density adjuster 31, the output of the refueling device 29 and the output of the fuel density adjuster 31 are each connected to a corresponding input of the indicator 30. The signaling position of the chassis 32, interacting with the proposed system, is connected by an information line to the corresponding input of the on-board computer 15, one of the outputs of which is connected using information th communication line with the corresponding input of the external systems of the aircraft 33, which include an information system and a power plant. An additional output of the comparison device 26, as well as each of the outputs of the balancing device 27 are connected to one of the inputs of the external systems of the aircraft 33.

At various stages of pre-flight preparation and flight of the aircraft, the proposed system performs the following functions. In pre-flight preparation, the proposed system

- controls the fueling of each fuel tank 5, 6, 7, 8 of the aircraft. In flight proposed system

- measures the mass fuel supply in the fuel tanks 5, 6, 7, 8 and on the plane as a whole both in the normal operation mode (in the absence of failures) and in the emergency mode (in the presence of failures);

- manages fuel balancing in normal and emergency modes;

- generates a signal about the reserve fuel balance in the normal and emergency modes.

During pre-flight preparation of the aircraft, fueling of fuel tanks 5, 6, 7, 8 is controlled from the control panel 28.

Using the refueling device 29, which is part of the above-mentioned console, the operator sets and displays on the indicator 30 the set value of the fuel mass m _n in the n-th fuel tank, as well as the total fuel mass on the plane m (mass fuel supply) equal to the sum of the fuel mass tucked into each of the fuel tanks 5, 6, 7, 8 (here n is the number of the fuel tank; according to the numbering adopted in the drawing, n = 5, 6, 7, 8).

In addition, using the fuel density adjuster 31, the operator sets and displays on the indicator 30 the passport density value of the refueling fuel ρ _o . Data on the given values of the fuel mass m _n in each of the fuel tanks 5, 6, 7, 8 on the total mass of fuel on the plane m and on the passport value of the fuel density ρ _o are transmitted via a two-way communication line from the control panel 28 to the on-board computer 15.

As the fuel tanks 5, 6, 7, 8 are filled with fuel, the fuel level sensors 1 installed in each of these tanks generate analog measuring information about the current value of the fuel level h _o (τ) _n in the n-th fuel tank (here τ - current time value). In this case, the fuel dielectric constant sensor 2 installed in the same fuel tank generates analog corrective information about the dielectric constant of the fuel ε _n in the n-th fuel tank 5, 6, 7, 8.

The measurement and correction information generated by the sensors 1, 2 of the fuel parameters installed in the n-th fuel tank are fed to the corresponding inputs of one of the fuel gauge modules 9, 10, 11, 12 corresponding to the given fuel tank, for example, information from the output of each of the sensors 1 , 2 installed in the first left fuel tank 5, is supplied to the corresponding inputs of the first left module of the fuel gauge 9.

In each of the fuel gauge modules 9, 10, 11, 12, the received analog information is normalized, converted to digital form, and transmitted via information lines from the respective outputs of each of these modules to the corresponding inputs of the control modules 13, 14: from the outputs of the first left fuel gauge module 9 - to the main input 16 of the left control module 13 and to the backup input 17 of the right control module 14, from the outputs of the second left module of the fuel gauge 10 - to the main input 16 of the left control module 13 and to the backup input 17 of the right mode I control 14, from the outputs of the first right module of the fuel gauge 11 to the main input 16 of the right control module 14 and to the backup input 17 of the left control module 13, and from the outputs of the second right module of the fuel gauge 12 to the main input 16 of the right control module 14 and to the backup input 17 of the left control module 13.

Moreover, in the normal mode of operation of the system in the control modules 13, 14, only that information is used that arrives at their main inputs 16, and in non-standard mode, only that information is received at the main input of the control module corresponding to the board that does not contain failed level sensors fuel 1, and to the backup input 17 of the control module corresponding to the board containing at least one failed fuel level sensor 1.

In each of the control modules 13,14, the obtained digital measuring information on the current values of the fuel level h _o (τ) _n in each of the fuel tanks 5, 6, 7, 8 is corrected by the obtained value of the digital corrective information on the value of the dielectric constant of the fuel ε _n in each of the mentioned tanks.

Correction of the current value of the fuel level h _o (τ) _n makes it possible to obtain in each of the control modules 13, 14 the current effective value of the fuel level in the n-th fuel tank:

$$h{\left(\tau \right)}_n=F_{\mathrm{one}}\left[h_o{\left(\tau \right)}_n;{\epsilon }_n\right],\left(\mathrm{one}\right)$$

where τ is the current value of time;

F ₁ is an algorithmic dependence linking the current effective value of the fuel level in the n-th fuel tank with the current value of the fuel level in the same tank, depending on the dielectric constant of the fuel in this tank;

h _o (τ) _n is the current value of the fuel level in the n-th fuel tank;

ε _n is the dielectric constant of the fuel in the n-th fuel tank;

n is the number of the fuel tank, n = 5, 6, 7, 8.

The effective value of the fuel level corresponds to the actual fuel level in the n-th fuel tank and allows you to calculate the fuel volume in this tank without the methodical error that occurs when unexpected changes in the dielectric constant of the fuel ε _n , for example when refueling an aircraft with a mixture of different types of fuel.

According to the calculated current effective value of the fuel level h (τ) _n in the n-th fuel tank 5, 6, 7, 8 in the control module 13, 14 corresponding to the side of this tank, using the geometry data of the n-th fuel tank requested from memory cells 18, 19, 20, 21 corresponding to the aforementioned tank, and information about the angles γ and β of the spatial evolution of the aircraft received by the on-board computer 15 from the roll angle and pitch sensor of the aircraft 32, the current value of the fuel volume in the n-th fuel tank is calculated:

$$V{\left(\tau \right)}_n=F_2\left[h{\left(\tau \right)}_n;f{\left(h_o,\gamma ,\beta \right)}_n\right],\left(2\right)$$

where F ₂ is an algorithmic dependence linking the current value of the fuel volume in the n-th fuel tank with the current effective value of the fuel level in this tank, depending on the geometry of the n-th fuel tank and roll angles γ and pitch β of the aircraft;

f (h _o , γ, β) _n is an algorithmic function connecting the geometry of a flat horizontal section of the nth fuel tank with the coordinate of this section equal to the current value of the fuel level h _o for several values of the angle of heel γ and pitch β of the aircraft, for example, nominal, maximum and minimum values. When refueling the aircraft with fuel, the angles γ and β are taken equal to the angles of the aircraft's parking position γ _o and β _o, which are entered into the memory of the on-board computer 15 when the work program is loaded. It should be noted that the fuel volume in the tank actually depends on the angles γ _T , β _{T of the} spatial position of the free surface of the fuel. However, since the values of the mentioned angles can be considered equal to the angles γ, β of the roll and pitch of the aircraft

γ _T ≈γ, β _T ≈β,

then the angles γ and β are used as arguments of expression (2). From (1) and (2) it follows that the current value of the fuel volume in the n-th fuel tank 5, 6, 7, 8 is determined at an arbitrary time instant τ by the following expression:

$$V{\left(\tau \right)}_n=F_2\left\{[F_{\mathrm{one}}\left[h_o{\left(\tau \right)}_n;{\epsilon }_n\right];f{\left(h_o,\gamma ,\beta \right)}_n\right\},\left(3\right)$$

where, when refueling an airplane,

τ ₀ ≤τ≤τ _m

Here, τ ₀ and τ _m are the values of the time points of the beginning and end of refueling, respectively.

The remaining notation is explained when considering the expressions (1) and (2).

The values of the algorithmic function f (h _o , γ, β) _n for the first and second left fuel tanks 5 and 6 are stored in the memory cells of the left control module 13: in the first and second left memory cells 18 and 19, respectively. Similarly, the values of the aforementioned function for the first and second right fuel tanks 7 and 8 are stored in the first and second right memory cells 20 and 21, respectively, of the right control module 14.

Since the mass m is related to the volume V and density ρ by the well-known formula m = Vρ, based on the current values of the fuel volumes V (τ) _n calculated by formula (3) in each of the fuel tanks 5, 6, 7, 8, in modules control 13, 14 are determined by the current values of the mass of fuel in each of these tanks in accordance with the expression:

$$m{\left(\tau \right)}_n=F_2\{F_{\mathrm{one}}\left[h_0{\left(\tau \right)}_n;{\epsilon }_n\right];f{\left(h_0,\gamma ,\beta \right)}_{n}k{\rho }_o,\left(\mathrm{four}\right)$$

where ρ _o is the passport value of the fuel density;

k is the fuel index.

The fuel index k used in the last expression is a dimensionless quantity that linearly depends on the temperature of the fuel:

, $$k=\frac{\epsilon \left(\tau \right)}{{\epsilon }_0}=\frac{{\epsilon }_0\left(\mathrm{one}+\nu T\right)}{{\epsilon }_0}=\mathrm{one}+\nu t_n$$

,

where ν is the temperature coefficient of the dielectric constant of the fuel;

ε ₀ - the initial value of the dielectric constant of the fuel, measured by the sensor 2 during the refueling of the aircraft and recorded in the memory of the on-board computer 15 for the entire duration of the flight;

ε (τ) is the current value of the dielectric constant of the fuel;

t _n - fuel temperature in the n-th fuel tank.

The remaining notation is explained when considering the expressions (1) and (2).

The linear dependence of the fuel index k on the current value of the fuel temperature t _n in the nth fuel tank allows us to use this index to determine the actual value of the fuel density ρ (t _n ) = kρ _o in flight with relatively small temperature fluctuations lying within the altitude-climatic of changes:

t _n = (-50 to 80) ° C.

The passport value of the fuel density ρ _o used in formula (4) is input to the on-board computer 15 via a two-way information line from the output of the control panel 28, and the temperature coefficient of the fuel density α is entered into the memory of the on-board computer 15 when the work program is loaded.

When the n-th fuel tank reaches the equality of the given value of the fuel mass m _{n the} current value of the fuel mass m (τ) _n :

$$m_n=m{\left(\tau \right)}_n\left(5\right)$$

in the on-board computer 15 is generated and from its output via the information line the command is transmitted to the external systems of the aircraft 33 to stop supplying fuel to the nth fuel tank, and refueling of this tank with fuel is stopped. If equality (5) is fulfilled for all n = 5, 6, 7, 8, the fueling of the aircraft ends.

In the case when the mass of fuel in the n-th fuel tank 5, 6, 7, 8 is not set from the refueling device 29, the refueling is performed up to the operation of the upper fuel level switch 3 installed in the said tank, generating the “tank full” signal and transmitting this a signal to the corresponding input of the control module 13.14, corresponding to the board of the filled fuel tank 5, 6, 7, 8. At the same time, an on-board calculator 15 generates a command to stop refueling of this fuel tank, which is transmitted through the information line from the output yes onboard computer 15 through data line connection to external systems 33 of the aircraft.

In flight, the proposed system measures the mass of fuel in each of the fuel tanks 5, 6, 7, 8 and on the plane as a whole. Moreover, the procedure described above for measuring current values of the fuel level, fuel volume and fuel mass in each of the fuel tanks 5, 6, 7, 8 and on the plane as a whole is stored and algorithmically corresponds to expressions (1), (3) and (4).

During the flight, fuel refueled on the ground is consumed by aircraft engines from fuel tanks 5, 6, 7, 8 and its amount is continuously reduced. As a result, the current effective values of the fuel level h (τ) _n in each of the fuel tanks 5, 6, 7, 8 are reduced, and the current values of the fuel temperature t _n in these tanks are changed due to their heat exchange with the surrounding air and the current values of the angles roll γ and pitch β of the aircraft due to the spatial evolution of the aircraft. This leads to a change in the current fuel information generated by the fuel level sensors 1, the dielectric permittivity sensors 2 of the fuel, and the roll angle sensor γ and pitch β of the aircraft 32, which is fed to the corresponding inputs of the fuel gauge modules 9, 10, 11, 12, as well as to the corresponding on-board computer input 15.

From the outputs of the mentioned modules, current information is transmitted via communication lines to the corresponding inputs of the control modules 13, 14, in which, in accordance with formula (4), the current values of the fuel mass m (τ) _n in each of the fuel tanks 5, which are changing in flight, are calculated , 6, 7, 8 and on the plane as a whole.

In this case, during the take-off of the aircraft until the on-board computer 15 receives the “Chassis removed” signal from the output of the position indicator of the chassis 32, the fuel mass is calculated by formula (4) taking into account the take-off values of the bank angle γ ₁ and pitch β _{1 of the} aircraft, and after receiving said signal - taking into account the cruising values of the roll angles γ ₂ and pitch β ₂ . The numerical values of the roll angles γ ₁ , γ ₂ and pitch β ₁ , β _{2 of the} aircraft are entered into the memory of the on-board computer 15 when loading the work program.

If one of the fuel parameter sensors 1, 2, which generates information about the fuel in the fuel tanks 5, 6, 7, 8, fails in flight, the proposed system continues to operate in an emergency mode while maintaining accuracy and reliability of measurements. For this purpose, in an emergency mode in the control modules 13, 14, metrological parry of the information of the failed sensors is performed. Since the parametric failure of the fuel sensor, which consists in a smooth change in its transfer function, is unlikely, in the control modules 13, 14 only cases of catastrophic failures are controlled: a short circuit of the sensor or a break in its communication line.

Since the sensor does not function in the event of a catastrophic failure, there is no signal at the output of the failed fuel permittivity sensor 2. The absence of a signal at the output of the sensor of a working system is a reliable diagnostic sign of its failure. If a sensor 2 failure is detected in one of the control modules 13, 14 corresponding to the board of the mentioned sensor, a command is generated to switch the output of the failed sensor to the output of the sensor of the same name located on the opposite side of the aircraft symmetrically to the failed one. Moreover, the fuel parameter information generated by the failed sensor 2 is replaced by the corresponding information from the symmetrically located sensor 2, and the proposed system continues to work without a significant change in the measurement error.

However, a catastrophic failure of the fuel level sensor 1 cannot be detected by the described method by the absence of an output signal, because the fuel level sensors 1 of the proposed system located in each of the fuel tanks 5, 6, 7, 8 are integrated within each fuel tank into a group of sensors connected in parallel.

Although in case of failure of one or several fuel level sensors 1 of this group, the signal at its output changes stepwise, it nevertheless preserves the final value, and the fact of failure cannot be established by the absence of a signal at the output of the group of fuel level sensors 1. Therefore, in the proposed the system failure of the fuel level sensor 1 is established by the method of tolerance control by periodically comparing the parameters of the monitored group of level 1 sensors with the parameters of one of the control channels 22, 23, 24, 25 corresponding to that mentioned oh group.

Each of the control channels 22, 23, 24, 25, which are part of the on-board computer 15, contains in its memory the tolerance values of the monitored parameters of the corresponding group of fuel level sensors 1: control channel 22 contains the tolerance values of the group of fuel level sensors 1 of the fuel tank 5, control channel 23 - groups of fuel level sensors 1 of the fuel tank 6, control channel 24 - groups of fuel level sensors 1 of the fuel tank 7, and control channel 25 - groups of fuel level sensors 1 of the fuel tank 8.

Failure of one of the sensors in the group leads to an abrupt change in its monitored parameters that go beyond tolerance values. During tolerance control of the parameters of the group containing the failed fuel level sensor 1, its parameters are compared with the parameters of the corresponding control channel 22, 23, 24, 25 in the corresponding control module 13, 14. As a result of the comparison, the fact of non-compliance with the tolerance indicating exit failure of one or more fuel level sensors 1 in the controlled group and a switching command is generated.

In accordance with the switching command, information from the rejected group of fuel level sensors 1 is replaced by information from a symmetrically located group of fuel level sensors 1 of the opposite side.

For example, if a failure of one of the fuel level sensors 1 installed in the first left fuel tank 5 is detected, a switching command is generated and transmitted via the two-way information line to the right control module 14 in the left control unit 13, according to which the information is interrupted, transmitted by the rejected group of sensors 1 to the corresponding input of the first left fuel meter module 9 and, further, from the outputs of the latter, to the main input 16 of the left control module 13 and a redundant input 17 of the right mode For control 14. Instead of the interrupted information, the on-board computer 15 uses duplicate information generated by the group of fuel level sensors 1 located symmetrically to the rejected group in the first right fuel tank 7. The duplicate information is fed to the corresponding input of the first right module of the fuel meter 11 and, further, to the main input 16 of the right control module 14 and the redundant input 17 of the left control module 13. In the left control module 13 of the on-board computer 15 is calculated, in accordance with the algorithmic dependence bridge (4), the current value of the fuel mass m (τ) ₅ in the first fuel tank 5 left on the basis of redundant information received on input 17 of said backup unit.

Obviously, the replacement of basic information about the amount of fuel in the fuel tank 5 with duplicate information about the amount of fuel in a symmetrically located fuel tank 7 is accompanied by a methodological error δm ₅ (met.) Of measuring the mass of fuel in the fuel tank 5, caused by the inevitable difference in the current values of the mass of fuel in the fuel tanks 5 and 7.

However, the value of the methodical error δm ₅ (met.) Is significantly less than the value of the instrumental error δm ₅ (inst.) Of measuring the mass of fuel in the fuel tank 5 using a rejected group of fuel level sensors 1 installed in this tank:

$$\delta m_5\left(met.\right)<<\delta m_5\left(\mathrm{and}n\mathrm{from}tR.\right).\left(6\right)$$

Inequality (6) obtained for fuel tank 5 is valid for any nth fuel tank 5, 6, 7, 8:

$$\delta m_n\left(met.\right)<<\delta m_n\left(\mathrm{and}n\mathrm{from}tR.\right),\left(7\right)$$

where δm _n (met.) and δm _n (inst.) are the methodological and instrumental errors of measuring the mass of fuel in the n-th fuel tank, respectively.

Inequality (7) determines the feasibility and effectiveness of the metrological parry of the catastrophic failure of the fuel level sensor 1 in any of the fuel tanks 5,6,7,8 by replacing the basic information about the fuel level with duplicate information.

In addition to measuring the mass fuel supply in the fuel tanks 5, 6, 7, 8 and on the aircraft as a whole, the proposed system controls the symmetry of fuel production from the fuel tanks 5, 6, 7, 8 by aircraft engines on the left and right sides in flight. The purpose of control is to prevent violation of the transverse alignment of the aircraft due to a significant difference in the amount of fuel in the symmetrically located fuel tanks 5 and 7, 6 and 8.

The balance of the aircraft’s fuel balance by the proposed system is carried out by periodically comparing in the comparison device 27 current values of the fuel mass m (τ) ₅ with mass m (τ) ₇ and fuel mass m (τ) ₆ with mass m (τ) ₈ in each pair located fuel tanks 5, 7 and 6, 8.

The current value of the fuel mass m (τ) _n in the n-th fuel tank 5, 6, 7, 8 is calculated in accordance with the algorithmic function given in the right part of expression (4) in one of the control modules 13, 14 corresponding to the board of the aforementioned tank, and is transmitted from the output of this module through the corresponding information lines of communication to the input of the comparison device 26.

In the comparison device 26, the current value of the fuel unbalance in the symmetrically located fuel tanks 5 and 7, 6 and 8 of the opposite sides of the aircraft is calculated in accordance with the equalities:

$$\begin{array}{c}\Delta m{\left(\tau \right)}_{\mathrm{one}}=m{\left(\tau \right)}_5-m{\left(\tau \right)}_7,\\ \Delta m{\left(\tau \right)}_2=m{\left(\tau \right)}_6-m{\left(\tau \right)}_8,\end{array}\left(8\right)$$

where Δm (τ) ₁ and Δm (τ) ₂ , are the current values of the fuel imbalance between the first fuel tanks 5 and 7, respectively, and the second fuel tanks 6 and 8, respectively;

m (τ) ₅ , m (τ) ₆ , m (τ) ₇ and m (τ) ₈ , are the current values of the fuel mass in each of the fuel tanks 5, 6, 7, and 8, respectively.

To ensure nominal lateral alignment of the aircraft, each of the absolute values of the fuel unbalance | Δm (τ) ₁ | and | Δm (τ) ₂ | obtained in accordance with expressions (8), must not exceed the maximum allowable value of the fuel unbalance Δm (τ) _max established for each pair of fuel tanks 5, 7 and 6, 8:

$$\begin{array}{c}|\; |\; |\Delta m{\left(\tau \right)}_{\mathrm{one}}|\; |\; |\le \Delta m{\left(\tau \right)}_{\mathrm{one}\max },\\ |\; |\; |\Delta m{\left(\tau \right)}_2|\; |\; |\le \Delta m{\left(\tau \right)}_{2\max },\end{array}\left(9\right)$$

where | Δm (τ) ₁ | and | Δm (τ) ₂ | - absolute values of the fuel imbalance between the first fuel tanks 5 and 7 and the second fuel tanks 6 and 8, respectively;

Δm (τ) _1max and Δm (τ) _2max are the maximum permissible values of the fuel unbalance between the mentioned fuel tanks.

The maximum allowable values of the fuel unbalance are entered into the memory of the balancing device 27 when loading the working program. Calculated in the comparison device 26, in accordance with expressions (8), the current algebraic values of the fuel unbalance are received through the information line from the output of the latter to the input of the balancing device 27, in which the absolute values of the received values of the fuel unbalance are compared with the maximum allowable values in accordance with inequalities (9). With a significant imbalance of symmetrically located fuel tanks 5, 7 and 6, 8, one or both of the inequalities (9) are not satisfied. In this case, in the balancing device 27, the sign of the current value of the unacceptable imbalance is taken into account: “plus” or “minus” obtained in the comparison device 26 in accordance with expressions (8).

In the case of the minus sign in the balancing device 27, a signal is generated to transfer fuel from the right fuel tank 7 or 8 to the symmetrically located left fuel tank 5 or 6, respectively, and in the case of the plus sign, on the contrary, from the left fuel tank 5 or 6 into a symmetrically located right fuel tank 7 or 8, respectively.

The generated fuel transfer control signal is transmitted from one of the outputs of the balancing device 27 to the corresponding input of the external systems of the aircraft 33 to control the directed pumping of fuel from the fuel tank 5, 6, 7, 8 with a larger mass of fuel compared to the nominal fuel tank 5, 6, 7, 8 with a lower mass of fuel compared to the nominal.

Directed fuel pumping continues until inequalities (9) are fulfilled in balancing device 27, after which this device removes the fuel pumping signal from the corresponding input of external systems of the aircraft 33.

.When calculating the current values of the fuel unbalance in the comparison device 26, in accordance with equalities (8), a significant part of the calculation error arises due to the difference between the transfer functions of the left and right control modules 13, 14. If the mentioned differences are significant, a reliable determination of the amount of fuel unbalance proposed the system is difficult. Therefore, in the case when a difference between the transfer functions of the left and right control modules 13, 14 is detected, which causes a significant instrumental error in determining the fuel imbalance, the proposed system can be transferred to the normalization (averaging) mode of the transfer functions of the mentioned modules. The transition to normalization mode is necessary if during operation of the proposed system one of the failed control modules 13, 14 is replaced by a working module, if significant differences in the transfer functions of the said modules are detected during the control tests of the proposed system, etc. When the operator enters the normalization mode, the operator generates a “normalization” command on the control panel 28 and transmits a normalization command 15 to the on-board computer 15, according to which the current value of the fuel mass m (τ) _n in the n-th fuel tank is calculated averaging the transfer functions, not in one but in each of the control modules 13, 14 and is transmitted from the output of each of them via the corresponding information lines to the input of the comparison device 26, in which the arithmetic mean of two traced current mass values $$\overline{m{\left(\tau \right)}_n}$$

.

Similarly, the current value of the fuel mass m (τ) _{n + 2} in the (n + 2) -m fuel tank of the opposite side, located symmetrically to the n-th fuel tank, is calculated in each of the control modules 13, 14 and transmitted from the output of each of them on the corresponding information communication lines to the input of the comparison device 26, in which the arithmetic average of two calculated current mass values is determined $$\overline{m{\left(\tau \right)}_{n+2}}$$

In normalization mode, the comparison device 26 calculates the current value of the fuel imbalance Δm (τ) between the n-th and symmetrically located (n + 2) -th fuel tanks in accordance with the expression:

$$\Delta m\left(\tau \right)=\overline{m{\left(\tau \right)}_n}-\overline{m{\left(\tau \right)}_{n+2}},\left(10\right)$$

и $$\overline{m{\left(\tau \right)}_{n+2}}$$

, - средние арифметические текущих значений массы топлива в n-ном и (n+2)-м топливных баках, соответственно. Значение разбаланса топлива, вычисленное по формуле (10), в отличие от значения, вычисленного по формулам (8), практически не зависит от инструментальной погрешности, вызванной различиями передаточных функций левого и правого модулей управления 13 и 14.Where $$\overline{m{\left(\tau \right)}_n}$$

and $$\overline{m{\left(\tau \right)}_{n+2}}$$

, are the arithmetic mean of the current values of the mass of fuel in the n-th and (n + 2) -m fuel tanks, respectively. The fuel imbalance value calculated by formula (10), in contrast to the value calculated by formulas (8), is practically independent of the instrumental error caused by differences in the transfer functions of the left and right control modules 13 and 14.

Let us illustrate, by way of example, the process of calculating the current value of the mass of fuel in one of the fuel tanks 5, 6, 7, 8 in normalization mode. For example, when calculating the current value of the fuel mass m (τ) ₅ in the first left fuel tank 5, analog information about the values of the fuel parameters is received from the output of each of the fuel parameter sensors 1, 2 installed in this tank, to the corresponding inputs of the first left fuel gauge module 9 and further, from the output of this module, already in digital form, it arrives via the corresponding communication lines to the main input 16 of the left control module 13 and to the backup input 17 of the right control module 14. In the left control module 13 calculates This is the main current value of the fuel mass m (τ) ₅ in the fuel tank 5, and in the right control module 14, the duplicate value of the fuel mass m '(τ) ₅ in the mentioned tank. The calculated values of the masses of fuel are transmitted from the output of each of the control modules 13, 14 through the corresponding information lines to the input of the comparison device 26, in which the arithmetic average of the current value of the mass of fuel in the first left fuel tank 5 is calculated:

$$\overline{m{\left(\tau \right)}_5}=0.5\left[m{\left(\tau \right)}_5+m\text{'}\text{'}{\left(\tau \right)}_5\right],\left(\mathrm{eleven}\right)$$

where m (τ) ₅ and m '(τ) ₅ , respectively, are the main and duplicate current values of the fuel mass in the first left fuel tank 5.

Similarly, the arithmetic average of the current value of the mass of fuel in the first right fuel tank 7 is calculated:

$$\overline{m{\left(\tau \right)}_5}=0.5\left[m{\left(\tau \right)}_7+m\text{'}\text{'}{\left(\tau \right)}_7\right].\left(12\right)$$

The arithmetic mean values of the current fuel mass in the fuel tanks 5 and 7 obtained in the comparison device 26 are used to determine the updated value of the fuel unbalance between the fuel tanks 5 and 7 in the normalization mode:

$$\Delta m{\left(\tau \right)}_{\mathrm{one}}=\overline{m{\left(\tau \right)}_5}-\overline{m{\left(\tau \right)}_7},\left(13\right)$$

и $$\overline{m{\left(\tau \right)}_7}$$

- средние арифметические текущих значений массы топлива в первом левом и в первом правом топливных баках 5 и 7, соответственно, вычисленные в режиме нормализации.Where $$\overline{m{\left(\tau \right)}_5}$$

and $$\overline{m{\left(\tau \right)}_7}$$

- arithmetic average of the current values of the mass of fuel in the first left and first right fuel tanks 5 and 7, respectively, calculated in normalization mode.

In the same way, in the comparison device 26, an updated value of the fuel unbalance between the fuel tanks 6 and 8 is determined in the normalization mode:

$$\Delta m{\left(\tau \right)}_2=\overline{m{\left(\tau \right)}_6}-\overline{m{\left(\tau \right)}_8}.\left(\mathrm{fourteen}\right)$$

The fuel unbalance values obtained using formulas (13) and (14) are transferred from the comparison device 26 via an information communication line to the balancing device 27, in which, in accordance with inequalities (9), the magnitude and sign of the unbalance are analyzed.

The application in the proposed system of the principle of normalizing the instrumental error of measuring instruments arising due to the difference in their transfer functions allows you to control the balance of the aircraft with respect to fuel even when the transfer functions of the said measuring means - control modules 13 and 14 - differ significantly from each other.

As the supply of fuel filled on the ground by aircraft engines of a flying aircraft is depleted, the current effective values of the fuel level h (τ) n in each of the fuel tanks 5, 6, 7, 8 continuously decrease down to the levels at which the low fuel level warning devices 4 are installed.

When the fuel level in any of the fuel tanks 5, 6, 7, 8 reaches a value equal to the installation height of the low fuel level switch 4, the latter generates a signal that the reserve fuel balance has been reached. This signal from the output of the triggered low fuel level switch 4 is fed to the corresponding input of the on-board computer 15, in which a signal is generated and transmitted via the corresponding communication lines to the external systems of the aircraft 33 and to the indicator 30 of the control panel 28 about the reserve fuel remaining in one of the fuel tanks 5, 6, 7, 8 for the crew to decide on the continuation of the flight. In this case, the indicator "reserve balance" and the number of the corresponding fuel tank may be displayed on the indicator 30.

Due to the importance of the signal about the reserve fuel remaining directly affecting flight safety, in the proposed system, the main signal generated by the low fuel level switch 4 can be supplemented by duplicate signals about the reserve fuel remaining, which are generated by the on-board computer 15 based on the measurement information generated by independent sources information using physical measurement principles that differ significantly from the measurement principle of the low fuel level switch 4.

Duplicate signals about the reserve fuel balance can be generated by the sensors of the dielectric constant of the fuel 2 and the fuel gauge part of the proposed system. The fuel dielectric permittivity sensor 2 during the flight, in addition to information on the fuel dielectric constant, can also generate information about the reserve fuel remaining, when it is installed in the fuel tank 5, 6, 7, 8 at the height of the low fuel level switch 4 . When lowering the fuel level in one of the fuel tanks 5, 6, 7, 8 below the installation height of the mentioned sensor 2, the output signal of the latter changes abruptly due to the abrupt change in the dielectric constant of the environment environment when replacing liquid fuel with gas. The output signal jump is transmitted through the corresponding fuel gauge module 9, 10, 11, 12 to the on-board calculator 15. At the same time, the on-board calculator 15 generates and from its output receives the first duplicate signal on reaching the reserve fuel balance via the information line of the aircraft to the input of external systems of the aircraft 33 .

The fuel gauge part of the proposed system includes fuel parameter sensors 1, 2, fuel gauge modules 9, 10, 11, 12 and control modules 13, 14, and during the flight generates information about fuel residues — current fuel mass values m (τ) _n in each from fuel tanks 5, 6, 7, 8.

The specified information from the outputs of each of the control modules 13, 14 is transmitted via the corresponding communication lines to the input of the comparison device 26, in which the total fuel remaining value m (τ) is determined and compared with the minimum allowed fuel remaining residue m (τ) _min . The value of the total fuel residue t (t) is equal to the sum of the current values of the mass of fuel in each of the fuel tanks 5, 6, 7, 8:

$$m\left(\tau \right)={\displaystyle \sum {}_{n}m{\left(\tau \right)}_n,\left(\mathrm{fifteen}\right)}$$

where ∑ _n is the summation symbol n of the current values of the fuel mass m (τ) _n in each of the fuel tanks 5, 6, 7, 8.

The value of the total fuel reserve obtained in accordance with equality (15) is compared with the minimum allowable fuel reserve on an airplane:

$$m\left(\tau \right)\ge m{\left(\tau \right)}_{\min },\left(16\right)$$

where the value of m (τ) _min is entered into the memory of the comparison device 26 when loading the working program.

If inequality (16) is not satisfied, a second duplicate signal is generated in the comparison device 26 and, from its output, is transmitted to the corresponding input of the aircraft's external systems 33 to achieve a reserve fuel balance.

Since all three of the mentioned signals about the reserve fuel balance are generated by the proposed system using three different sources of information, the probability of simultaneous significant distortion of two of the three signals about the reserve fuel balance is unlikely.

This provides the crew with the opportunity to reliably evaluate the reliability of the fuel reserve remaining teams based on the simplest majority logic for three independent random events according to the “two out of three” principle.

Therefore, the information on the reserve fuel balance generated by the proposed system is highly reliable and reliable not only in the regular, but also in the emergency mode of operation of the system: in case of failure of one of the sensors forming this information, or in case of significant distortion of one of the signals about the achievement of the reserve fuel balance .

Thus, in the proposed on-board fuel control and measurement system with compensation of the dielectric constant of the fuel, the problem was solved by metrological integration of fuel information generated by several independent sources, by parrying the information of failed sensors with information of serviceable sensors located symmetrically by the failed, and by means of majority signal generation reserve fuel balance for two of three different independent signals.

Claims (1)

An on-board fuel monitoring and measurement system with compensation for the dielectric permittivity of the fuel, comprising an on-board computer, a comparison device, a refueling device, an indicator, a balancing device equipped with outputs for transmitting fuel transfer control signals to external aircraft systems, low fuel level warning devices installed in the fuel tanks, as well as fuel parameters sensors installed in the fuel tanks: level and permittivity, connected to the on-board computer, sleep a low-voltage output for connecting with an information line of communication to external systems of the aircraft and an output connected using an information line of communication with the input of the comparison device, characterized in that the right and left control modules are additionally inserted into it, each of which is equipped with a main and duplicate inputs, right and left fuel gauge modules, control panel, fuel density adjuster, fuel level indicators installed in the fuel tanks, as well as left and right control channels and left and right e memory cells, and the number of control channels and the number of memory cells, each equal to the number of fuel tanks, while the on-board computer is supplemented with an input for connecting to the landing gear position indicator, the comparison device is supplemented with an output for connecting to external aircraft systems, the dielectric permittivity sensors are installed on the height of the lower fuel level warning devices, the right and left memory cells are part of the right and left control modules, respectively, the control modules and control channels are included as part of the on-board computer, and the fuel density adjuster, indicator and refueling device as part of the control panel, in addition, each of the right fuel gauge modules is connected via the corresponding communication lines to the main input of the right control module and to the redundant input of the left control module, and each of the left fuel gauge modules is connected via the corresponding communication lines to the main input of the left control module and to the redundant input of the right control module, control modules interconnected by a two-way communication line, and each of the right and each of the left control channels is connected by a corresponding two-way communication line to one of the inputs of the corresponding control module, in addition, the control panel is connected to the on-board computer by a two-way communication line, the output of the fuel density adjuster and the output of the refueling device is connected, each, with one of the indicator inputs, the outputs of each of the fuel level sensors installed in one fuel tank, are interconnected and connected to one of the inputs of the fuel gauge module corresponding to this tank, and the output of the dielectric permittivity sensor of the fuel installed in the same fuel tank is connected to the other input of the said module, in addition, the fuel level switches installed in the right fuel tanks, each, connected to the corresponding input of the right control module, is connected to the upper fuel level signaling devices installed in the left fuel tanks, each is connected to the corresponding input of the left module systematic way, the output of each of the sensors of the lower level of fuel is connected to one input of onboard computer, the output of each of the control modules is connected to a respective data line connection with an output onboard computer coupled to a comparison device connected via the information link to a balancing device.