US20200292433A1 - Jet Fuel Thermal Oxidation Test Equipment - Google Patents
Jet Fuel Thermal Oxidation Test Equipment Download PDFInfo
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- US20200292433A1 US20200292433A1 US16/889,189 US202016889189A US2020292433A1 US 20200292433 A1 US20200292433 A1 US 20200292433A1 US 202016889189 A US202016889189 A US 202016889189A US 2020292433 A1 US2020292433 A1 US 2020292433A1
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- heater tube
- bus bar
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- bore
- temperature
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- B01F2101/503—Mixing fuel or propellant and water or gas, e.g. air, or other fluids, e.g. liquid additives to obtain fluid fuel
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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Abstract
Jet fuels' thermal oxidation characteristics are evaluated via the Standard Test Method for Thermal Stability of Aviation Turbine Fuels. This test method mimics the thermal stress conditions encountered by jet fuel in operation and is often carried out by laboratory devices, known as rigs. The rigs include a test section having a sleeve and a heater tube arranged therein. A pair of bus bars secure the test section to the rig and apply a current to the heater tube. The applied current heats the heater tube and subjects the sample jet fuels that are flowing in the volume between the sleeve and heater tube to high temperatures, which may produce thermal oxidation deposits on the heater tube. Heater tubes are difficult to install, however, and a gauge may be used to ensure accurate placement of the heater tube within the sleeve. In addition, the fuel sample must be prepared via an aeration process, and systems are disclosed for automating the aeration process such that the sample is prepared precisely according to the test standard. Moreover, the rig includes a pump system that moves the fuel sample through the test section, and a pump system is provided in a double syringe arrangement that optimizes fuel flow through the test section without fluctuation. Finally, the rigs include cooling systems for cooling the bus bars and maintaining an appropriate thermal profile within the heater tube, and cooling systems may be provided that independently control the temperature of each bus bar.
Description
- The present disclosure is related to jet fuel thermal oxidation testing and, more particularly, to equipment that may be used with jet fuel thermal oxidation testing rigs to improve accuracy, efficiency, and reliability.
- Modern jet engine systems comprise gas turbine engines that run on jet fuel. Under normal operating conditions, jet fuel is heated by the hot components or regions of the gas turbine engines, which include the fuel nozzles, fuel nozzle support assemblies, and heat exchangers. Modern jet engine systems use the jet fuel's heat sink capability for cooling various aircraft systems, including hydraulic, electronic, and lubrication systems. However, heat management and, ultimately, performance of the jet engine system and airframe is a delicate balance between (i) running fuel systems cooler and incurring performance, cost, and weight penalties by use of air cooling, or (ii) running systems as hot as possible and causing problems associated with unacceptable deposition rates. Accordingly, engineers often design jet engine systems to take maximum advantage of the thermal stability of currently available fuels.
- Trends in higher whole engine system performance as well as airframe and engine heat loads, coupled with simultaneous reductions in fuel consumption, are forcing fuel system temperatures to increase even further. Therefore, many modern high performance jet engine systems utilize thermally stressed fuels. At high temperatures, however, less stable species in the thermally stressed jet fuel may undergo oxidation reactions that produce gums, lacquers, particulates, and coke deposits. These resultants may cause a number of problems, including blockage of filters, loss of heat exchanger efficiency, stiction or hysteresis of sliding components in control units, and fouling of injectors and distortion of spray patterns. For example, oxidation of thermally stressed jet fuel may result in deposits or particulate that blocks engine fuel nozzles, thereby causing damage to the engine hot sections due to distorted fuel spray patterns, especially the combustor region. Accordingly, a jet fuel's thermal stability is critical to achieving optimum performance of modern gas turbine engines.
- The current standard for evaluating a jet fuel's thermal oxidation is the Standard Test Method for Thermal Stability of Aviation Turbine Fuels, designation D3241, IP323, as published by the American Society for Testing and Materials International (“ASTM International”). This test method mimics the thermal stress conditions encountered by jet fuel in operation and, despite being developed in the early 1970s, remains the best method to evaluate jet fuel thermal stability. More specifically, the D3241 test method sets forth a procedure for rating the tendency of jet fuels to deposit decomposition products within a fuel system. The D3241 test method is performed in two (2) phases. The first phase mimics the fuel conditions present during airplane engine operation, whereas the second phase quantifies the oxidation thermal deposits formed during the first phase.
- Various laboratory devices, known as rigs, have been developed since that time to facilitate the D3241 test method. These rigs subject an aluminum heater tube to sample jet fuel under conditions mimicking those encountered during actual engine operation. However, these rigs are difficult to use and require substantial expertise when installing the heater tube within the test section and when preparing the jet fuel sample. Moreover, these known rigs include pump systems that move the fuel sample through the test section, but often have leaks, inconsistent flow rates, and micro-ruptures, and are expensive to operate and maintain. Furthermore, these known rigs have primitive temperature control systems that impact the test results and reproducibility of the same.
- The following figures are included to illustrate certain aspects of the present disclosure, and should not be viewed as exclusive embodiments. The subject matter disclosed is capable of considerable modifications, alterations, combinations, and equivalents in form and function, without departing from the scope of this disclosure.
-
FIG. 1A is a perspective view of an example rig that may incorporate the principles of the present disclosure. -
FIG. 1B is a detailed perspective view of the example rig ofFIG. 1A , showing an example test section that may incorporate the principles of the present disclosure. -
FIG. 2 is a side view of a disassembled test section utilized in the rig ofFIG. 1B . -
FIG. 3A is a detailed side view of the sleeve and heater tube assembly utilized in the test section ofFIG. 1B and illustrates the fluid outlet when the heater tube is arranged within the sleeve. -
FIG. 3B is a cross-sectional side view of the fluid outlet ofFIG. 3A . -
FIGS. 4A-4B are side views of the sleeve and heater tube assembly ofFIG. 3A and illustrate utilization of a gauge to position the heater tube within the sleeve. -
FIG. 4C is a cross-sectional side view of the gauge ofFIGS. 4A-4B , which may be used to position the heater tube within the sleeve. -
FIG. 5 is a schematic that illustrates various functions of the rig ofFIG. 1A that are utilized to aerate the fuel sample. -
FIG. 6A is a diagram that illustrates an example operation of a manual fuel sample aeration procedure. -
FIG. 6B is a diagram that illustrates an example operation of an automatic fuel sample aeration procedure. -
FIG. 7 is a schematic illustrating an example operation of a pump system having a dual syringe arrangement. -
FIG. 8 is a diagram illustrating the operation of a heating system utilized in the rig ofFIG. 1A . -
FIG. 9A is a diagram illustrating the operation of a bus bar cooling system utilized in the rig ofFIG. 1A . -
FIG. 9B is a schematic of the bus bar cooling system ofFIG. 9A . -
FIG. 10 is schematic illustrating an example operation of a bus bar cooling system that independently controls the separate bus bars. -
FIG. 11A is a schematic illustrating clamping systems that may be utilized to secure the sleeve and heater tube assembly to the bus bars, for example, at the lower bus bar ofFIG. 1B . -
FIG. 11B is a schematic illustrating an alternate clamping system that may be utilized to secure sleeve and heater tube assembly to the bus bars. - The embodiments described herein provide positioning gauges for arranging a heater tube within the sleeve of a rig test section. Other embodiments described herein provide air control systems that provide automated aeration of fuel samples with automatic airflow control. Further, embodiments described herein provide pump systems having double syringe arrangements. Moreover, embodiments described herein provide cooling systems that independently control the separate bus bars.
- The ASTM International jet fuel thermal oxidation test (D3241, IP 323) standard test method (the “test method”) is performed in two (2) phases. The first phase mimics the fuel conditions present during airplane engine operation, whereas the second phase quantifies the oxidation thermal deposits formed during the first part. A technician performs the first phase via an apparatus that simulates conditions present in gas turbine engine fuel systems during operation. The apparatus, referred to herein as a rig, includes a test section that generally comprises a tube-in-shell heat exchanger that holds a test coupon and directs fuel flow over the test coupon. The second phase consists of inspection of the test coupon either via an instrument that automatically measures thermal oxidation deposit thickness or through visual inspection. The following disclosure focuses primarily on the first phase of the test method and the rigs utilized therein to form the thermal oxidation deposit.
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FIG. 1A is a partial perspective view of anexemplary rig 100 that may incorporate the principles of the present disclosure. The depictedrig 100 is just one example testing rig that can suitably incorporate the principles of the present disclosure. Indeed, many alternative designs and configurations of therig 100 may be employed, without departing from the scope of this disclosure. - In the illustrated embodiment, the
rig 100 is configured to automatically perform the test method; however, it may also be configured to automatically perform other petroleum product tests such as ISO 6249. As illustrated, therig 100 includes asample container 102, awaste container 104, and atest section 110 that fluidly interconnects thesample container 102 andwaste container 104 as hereinafter described. In use, a technician will place a fuel sample S in thesample container 102 and, upon activating therig 100 to perform the test method, therig 100 pumps the fuel sample S from thesample container 102, through thetest section 110, and into thewaste container 102 upon completion of the test method. -
FIG. 1B is a detailed view of thetest section 110 ofFIG. 1A according to one or more embodiments. As illustrated, thetest section 110 may include asleeve 112 with a heater tube 114 (partially obscured from view inFIG. 1B ) hermetically sealed therein. Here, theheater tube 114 is secured within thesleeve 112 via a pair ofnut assemblies heater tube 114 within thesleeve 112 without departing from the present disclosure. Thesleeve 112 is hollow and is open at each of itsends FIG. 1B ). Thetest section 110 also includes afuel inlet 116 and anoutlet 118 arranged on thesleeve 112 between the open ends 112 a, 112 b. Thefluid inlet 116 is fluidly connected to thesample container 102 and thefluid outlet 118 is fluidly connected to thewaste container 104. In addition, thetest section 110 includes atest filter 120 that is arranged proximate to theoutlet 118 at a location between theoutlet 118 and thewaste container 104. -
FIG. 1B also illustrates therig 100 comprising a pair of jaws orbus bars test section 110 in a desired orientation via a clamping system which is further described below with reference toFIG. 11A . However, alternate clamping systems may be utilized, for example, as described with reference toFIG. 11B . As described below, the bus bars 122 a, 122 b supply a controlled high amperage, low voltage current to theheater tube 114, thereby making it possible to maintain an accurate temperature during the duration of the test method. Accordingly, the bus bars 122 a, 122 b are directly or indirectly connected to a transformer or other power supply (not illustrated). In some embodiments, the bus bars 122 a, 122 b are made from brass or other material having a lower thermal conductivity than theheater tube 114 material as hereinafter described. In addition, athermocouple 124 is arranged to provide temperature measurements of thetest section 110 as described below. -
FIG. 2 illustrates a side view of thetest section 110 when disassembled and detached from therig 100. As illustrated, thesleeve 112 is hollow and thefuel inlet 116 andoutlet 118 are disposed between the open ends 112 a, 112 b thereof such that thefuel inlet 116, theoutlet 118, and the open ends of 112 a, 112 b are in fluid commination with each other.FIG. 2 also illustrates theheater tube 114 when extracted from thesleeve 112, as may occur before and after the test method. As illustrated, theheater tube 114 includes athin portion 130 interposed between a pair ofshoulders heater tube 114. In operation, theheater tube 114 is inserted into and through thesleeve 112, and secured thereto via a pair of clampingnut assemblies heater tube 114 from thesleeve 112, for example, before and after performing the test method. In the illustrated embodiment, the clampingnut assemblies shoulder 132 a of theheater tube 114 at theopen end 112 a of thesleeve 112 and to secure theshoulder 132 b at theopen end 112 b. It will be appreciated, however, that thenut assemblies - The
heater tube 114 also includes a thermocouple (obscured from view) arranged inside an interior volume thereof, and theheater tube 114 is resistively heated by conductance via the pair ofbus bars shoulders heater tube 114. In some embodiments, theheater tube 114 is an aluminum (or other metal) coupon controlled at elevated temperature by the bus bars 122 a, 122 b, over which a fuel sample S is pumped. - As mentioned above, at various points before, during, and after the test method, the technician may need to assemble or disassemble the
sleeve 112 and theheater tube 114. For example, the test method may require the technician to precisely assemble the test section 110 (i.e., install theheater tube 114 within thesleeve 112 without any leakage) before beginning the test method and/or to disassemble thetest section 110 at the end of the test method. In addition, the test method may call for the technician to clean, rinse, and dry the certain components during the disassembly phase. Accurate analysis and test method results depend on proper assembly, dismantling, cleaning, rinsing, and drying of the test method components. Thus, significant technician expertise is needed to properly perform these phases of the test method, which may consume a significant amount of time and resources. -
FIG. 3A-3B illustrates a side view of theheater tube 114 assembled within thesleeve 112 and secured therein via the clampingnut assemblies heater tube 114 is to be manually positioned within thetest section 110 by a technician. More specifically, the test method specifies that theheater tube 114 should be positioned precisely relative to thesleeve 112, and visually adjusted to center alip 302 of theupper shoulder 132 a (of the heater tube 114) within anaperture 304 of thefuel outlet 118 as illustrated inFIG. 3A-3B . This arrangement permits the fuel sample S may flow through thefuel outlet 118 and to other downstream instrumentation, such as the differential pressure measurement instrumentation as hereinafter described. - Once the
lip 302 of theupper shoulder 132 a has been centered within thefuel outlet 118, the technician will tighten and secure theheater tube 114 within thesleeve 112, for example, via thenut assemblies heater tube 114 within thesleeve 112 will help seal the interior volume through which the fuel sample S flows, however, the resulting clamping forces oftentimes cause unintended repositioning of theheater tube 114 relative to thesleeve 112 such that thelip 302 is no longer properly positioned as mentioned above. Consequently, an extreme fine adjustment is required to pre-position thelip 302 of theheater tube 114 to account or anticipate such displacement during tightening. Accordingly, technicians need significant expertise to properly install theheater tube 114 within thesleeve 112. -
FIGS. 4A-4B illustrate a positioning gauge orgauge 402 that may be utilized to reliably position theheater tube 114 relative to thesleeve 112, according to one or more embodiments. Thegauge 402 may be provided as an accessory to assist technicians that would otherwise need to rely on the visual location of thelip 302 within theoutlet 118 in order to prepare thetest section 110. In the illustrated embodiment, thegauge 402 is open at afirst end 404 thereof, and aninner bore 406 of thefirst end 404 is threaded so that thegauge 402 may be screwed onto an end of thesleeve 112, for example, at a plurality ofthreads 408 arranged at theopen end 112 a. In some embodiments, thegauge 402 is open at a second end thereof, and may include a threaded bore at the foregoing second end that includes the same or differently arranged threads, and such arrangements may provide thegauge 402 with the ability to be used withvarious test sections 110. The body of thegauge 402 includes a central bore that extends a length through the body, and the length that the bore extends may be equal to the body length or shorter. In some embodiments, the bore extends through the body for a length that is shorter than the body and, in such embodiments, a shoulder may be provided along the inner bore surface to act as an abutment that inhibits further axial movement of theshoulder 132 a. -
FIG. 4C illustrates an example of thegauge 402, according to one or more embodiments. In the illustrated embodiment, thegauge 402 includes abody 410 that is open at thefirst end 404 thereof. As illustrated, thebody 410 includes abore 412 extending there-through, from thefirst end 404 towards asecond end 414 that, in the illustrated embodiment, is not open. Accordingly, thebore 412 extends into thebody 410 through thefirst end 404, but stops at alocation 416 interposing the first and second ends 404,414. As illustrated, thebore 412 includes the threadedinner bore 406 that extends into thebody 410 and terminates at anabutment 418. Thebore 412 is also illustrated as including an unthreadedinner bore 420 that extends into thebody 410 from theabutment 418 such that theabutment 418 interposes the threadedinner bore 406 and the unthreadedinner bore 420. In the illustrated embodiment, theabutment 418 is arranged as a shoulder that reduces the diameter of the unthreadedinner bore 420 as compared to the threadedinner bore 406; however, in other embodiment, theabutment 418 may be provided as an a protrusion, ring, or other structure that may or may not affect the diameter of the unthreadedinner bore 420. Here, the threadedinner bore 406 is arranged proximate to thefirst end 404 of thebody 410 and includes a plurality ofthreads 422 arranged to mesh with thethreads 408 at theopen end 112 a of thesleeve 112, whereas the unthreadedinner bore 416 is arranged to interpose theabutment 418 and thesecond end 414 of thebody 410. - In use, a technician positions the
first end 404 of thegauge 402 towards theopen end 112 a of thesleeve 112 in a first direction D1 and screws the threadedinner bore 406 thereof onto thethreads 408 of thesleeve 112 at theopen end 112 a. Then, the technician inserts theheater tube 114 in a second direction D2 into theopen end 112 b at the bottom of thesleeve 112. After positioning theheater tube 114 within thesleeve 112, the technician clamps theheater tube 114 into position at the bottom end of thesleeve 112, for example, via thenut assembly 136 b. Then, the technician removes thegauge 402 and clamps theheater tube 114 into position at the top end of thesleeve 112, for example, via thenut assembly 136 a. Thereafter, the technician may tighten theheater tube 114 into position. - As previously mentioned, the test method is performed in two (2) parts. First, the
test rig 100 is used to create the thermal oxidation deposit. Second, a dedicated instrument is utilized to quantify thermal oxidation deposit formed during the first phase.FIG. 5 illustrates a sequence offunctions 502 performed by therig 100 during the first part of the test method to create the thermal oxidation deposit, according to one or more embodiments. As illustrated, the sequence offunctions 502 includes an aeration step orprocedure 504, a pre-filtration step orprocedure 508, a bus bar cooling step or procedure, a tube heating step orprocedure 510, and a differential pressure measurement step or procedure 512. The bus bar cooling will be detailed below. - The fuel sample S is a fixed volume of fuel and stored in the
sample container 102. Therig 100 utilizes apump system 506 to move or pump the fuel sample S at a steady rate from thesample container 102, through thetest section 110 and across theheater tube 114, and finally into thewaste container 104. The fuel sample S may degrade on theheated heater tube 114 to form thermal oxidation deposits that may appear as a visible film thereon. In addition, degraded materials from the fuel sample S may flow downstream from theheater tube 114 and, for example, be caught in thetest filter 120. - Accordingly, the fuel sample S is first prepared by aerating or saturating it with dry air via the
aeration procedure 504. After theaeration procedure 504, therig 100 subjects the fuel sample S to thepre-filtration step 508, for example, by pumping the fuel sample S through a paper membrane. In one embodiment, the paper membrane of thepre-filtration step 508 is a 0.45-μm membrane filter. Thepump system 506 then moves fuel sample S at a fixed volumetric flow rate into thetest section 110 through thefluid inlet 116 of thesleeve 112. The fuel sample S flows through thetest section 110, between an inner wall of thesleeve 112 and an outer wall of theheater tube 114, and exits thesleeve 112 through theoutlet 118 thereof. After exiting thesleeve 112, the fuel sample S passes through thetest filter 120 and therig 100 performs the differential pressure measurement step 512. - In the illustrated embodiment, the differential pressure measurement step 512 includes estimating an obstruction rate of the test-
filter 120 by conducting a differential pressure measurement between the pressure in the lines upstream of the test filter (ΔP+) and the pressure in the lines downstream of the test filter (ΔP−). The obstruction rate, hereinafter referred to as a differential pressure drop (ΔP), across thetest filter 120 is measured by mercury manometer or by electronic transducer. Therig 100 may also include a differential by-pass line having a valve that may be selectively opened or closed to facilitate flow of the fuel sample S through the by-pass line. If, for example, the differential pressure drop ΔP across thetest filter 120 begins to rise sharply (and the technician desires to run the full test method), the valve of the bypass line may be opened in order to finish the test method. - As briefly detailed above, the test method requires a technician to prepare the fuel sample S via the
aeration procedure 504. More specifically, the test method directs the technician to inject dry air in the fuel sample S that is contained in thesample container 102 at a rate of 1.5 liters (“L”) per minute (“min”) for 6 minutes prior to performing the test method. Existing instruments, however, utilize manual airflow adjustment that may affect or influence the accuracy and reproducibility of the test method results.FIG. 6A illustrates anexemplary aeration procedure 502 comprising a number ofmanual aeration sequence 602 that is utilized by existing instruments. As illustrated, the manual aeration sequence 602 (sometimes referred to as the aeration phase) begins with providing air A at atmospheric pressure, and then pumping that air A through afilter 604 at a rate of 1.5 L/min via apump 606. The pre-filtered air A is then subject to a drying process, for example, via anair desiccant 608 andhumidity sensor 610, that collectively dry and measure the amount of moisture present within the air A. The air A is then directed into avariable area flowmeter 612 that is manually adjusted to ensure that the air A is injected into thesample container 102 at the desired rate to ensure adequate aeration. In the illustrated embodiment, the air A is directed from thevariable area flowmeter 610 into adiffuser 614 arranged within thesample container 102 and, as prescribed by the test method, thediffuser 614 may be a coarse 12-millimeter (“mm”) borosilicate glass dispersion tube. As will be appreciated, aeration of the fuel sample S results in fumes that are vented from the system via a ventilation system. However, theaeration sequence 602 is manual and, depending on the technician's skill and operation of thevariable area flowmeter 612, the test method results may or may not be accurate. -
FIG. 6B illustrates analternate aeration sequence 622 for automatically controlling the airflow during the test method, according to one or more embodiments. As with themanual aeration sequence 602, theaeration sequence 622 similarly includes utilization of thefilter 604, thepump 606, theair desiccant 608, thehumidity sensor 610, and thediffuser 614 arranged within thesample container 102. However, theaeration sequence 622 is performed automatically so that no manual action or adjustment is required to maintain the desired flow rate, thereby ensuring that the flow rate prescribed by the test method is utilized/obtained throughout theaeration sequence 622. In the illustrated embodiment, theaeration sequence 622 thus utilizes an electronic flowmeter 624 (in lieu of thevariable area flowmeter 610 of the manual aeration sequence 602), and thepump 606 includes a control loop orcontroller 626 associated with theelectronic flowmeter 624 to maintain the desired flow rate as the air A is pumped through theair desiccant 608 and thehumidity sensor 610 during at least a portion of the automatically controlledaeration sequence 622. In one embodiment, thecontroller 626 is a servo control utilizing pulse width modulation to coordinate the operation of thepump 606 and theelectronic flowmeter 624 such that the fuel sample S is appropriately aerated as prescribed. In other embodiments, however, the automatic airflow control of theaeration sequence 622 may be differently arranged, for example, thepump 606 and theelectronic flowmeter 624 may include a plurality of sensors and use logic to maintain the prescribed flow rate. - As detailed above, the
pump system 506 moves the fuel sample S at a steady rate from thesample container 102, through thetest section 110 and across theheater tube 114, and finally into thewaste container 104. Indeed, the test method prescribes that the fuel sample S should flow at a rate of 3 mL/min with a pressure of 500 pounds per square inch (“PSI”). This low flow rate, coupled with the variability of the mechanical properties of the fuel sample S (i.e., viscosity, density, etc.), may hinder the ability to use conventional pump systems (i.e., membrane pumps, piston pumps, etc.) in a reliable manner and thus adversely impact the accuracy of the test method results. Moreover, the flow rate may impact the quality of the thermal oxidation deposit formed on theheater tube 114. For example, at a low flow rate period, followed by a sharp increase in flow rate along with a large temperature gradient may result in axisymmetric instabilities (i.e., Taylor type toroidal vortices) near the hot surface, and these “local vortices,” while not making the overall flow through theheater tube 114 turbulent, may operate to remove thin layers of the thermal oxidation deposit from the heater tube 114 (as it forms thereon). Thus, thepump system 506 utilized should provide a smooth and steady rate of flow so as to not damage the resulting thermal oxidation deposit. - In the past,
conventional pump systems 506 have comprised a single syringe, meaning that the whole fuel volume (i.e., the fuel sample S) necessary for the test was contained in the single syringe. This generation of instrument, however, had numerous issues related to the size of the syringe, as well as its handling and leaking. For example, where the single syringe is utilized having a volume that is less than the total volume of sample fuel S needed for the test method, a pause or gap in flow is inevitable at the time of the intermediate aspirations. Otherprior pump systems 506 have utilized high-performance liquid chromatography (“HPLC”) pumps with dual pistons. HPLC pumps, however, are not satisfactory because there are micro ruptures at the end of each piston cycle. In addition, HPLC pumps are expensive to purchase and maintain. - In one embodiment, the
pump system 506 has a dual syringe arrangement that ensures steady flow of the fuel sample S, regardless of the mechanical properties of the fuel sample S.FIG. 7 illustrates apump system 702 utilizing a dual syringe/piston arrangement, according to one or more embodiments. As illustrated, thepump system 702 includes two (2) syringes orpiston assemblies motors first motor 708 operates to drive thefirst syringe assembly 704, whereas thesecond motor 710 operates to drive thesecond syringe assembly 706. - In the illustrated embodiment, each
syringe assembly barrel 712 that is hollow and defines aninterior volume 714 into which the fuel sample S may be pumped. Thebarrel 712 includes atip portion 716 at a first end of thebarrel 712 and anopen end 718 at a second end of thebarrel 712 that is oriented opposite of thetip portion 716. Eachsyringe assembly interior volume 714 of the barrel through theopen end 718 thereof, and may slide therewithin so as to increase or decrease the amount of the fuel sample S that may fill theinterior volume 714. Thepiston 720 includes ahead portion 722 and ashaft 724 that is connected to a rear face of thehead portion 722. Thehead portion 722 is dimensioned to fit within theinterior volume 714 such that its outer perimeter or periphery abuts an interior wall of thebarrel 712, thereby forming a seal between the periphery of thehead portion 722 and the interior wall of thebarrel 712 to inhibit the fuel sample S from leaking or flowing out of theopen end 718 of thebarrel 712. Theshaft 724 extends away from the rear face of thehead portion 722, through theinterior volume 714 and exits thebarrel 712 via theopen end 718. - In addition, the
shaft 724 includes anend 726 that is arranged opposite thehead 722 and operatively coupled to one of themotors motors ball screw transmission 728, that in turn drive thepiston 720. In that embodiment, theball screw transmissions 728 are connected to theend 726 of theshaft 724 to drive thehead 722 of the plunger relative to thebarrel 712, thereby varying the size of theinterior volume 714. The feed speed of thepiston 720 is imposed by themotors ball screw transmission 728. - Each
syringe assembly check valves interior volume 714 of thebarrel 712. Here, thecheck valves tip portion 716. Thefirst check valve 730 is arranged on aninput line 734 that fluidly interconnects thesample container 102 to theinterior volume 714 of thebarrel 712, and permits flow of the fuel sample S from thesample container 102 into theinterior volume 714 of thebarrel 712, but not in the reverse direction. Similarly, thecheck valve 732 is arranged on afluid output line 736 that fluidly interconnects theinterior volume 714 to other downstream systems such as those utilized in thepre-filtration step 508, and permits flow from thebarrel 712 to such downstream equipment, but not in the reverse direction. - The
syringe assemblies first syringe assembly 704 is drawing the fuel sample S into its respective barrel 712 (i.e., the suction phase), thesecond syringe assembly 706 is expelling the fuel sample S from its respective barrel 712 (i.e., the expulsion phase). With this arrangement, one of thesyringe assemblies - The fuel sample S is drawn into and expelled out of the
barrels 712, via axial movement of thepiston 720, in and out of thebarrels 712. When thepiston 720 is pulled from thefirst syringe assembly 704 in a first direction X1 at a constant speed, a volume of the fuel sample S is sucked from thesample container 102. At the same moment, thepiston 720 of thesecond syringe assembly 706 is pushed into thebarrel 712 at a fixed speed. When pushing thepiston 720 into thesecond syringe assembly 706, the fuel sample S in therespective barrel 712 is expelled at a rate that is dependent on the diameter of thehead portion 722 and the speed at which it is displaced within theinterior volume 714. The pair ofcheck valves check valves check valves - The
pump system 702 pumps the fuel sample S with an imperceptible flow fluctuation during the switch from one of thesyringe assemblies pistons 720 at the beginning of its stroke in the bottom of the barrel 712 (i.e., proximate to the open end 718), as it travels in the first direction X2 towards thetip 716 and simultaneously decelerating thesecond piston 720 when it nears the end of its stroke (i.e., proximate to the tip 716). Thus, the deceleration of one piston 720 (e.g., of the first syringe assembly 704) at the end of the cycle is compensated by the acceleration of the other piston 720 (e.g., of the second syringe assembly 706), and vice versa. This phasing is provided such that the sum of thepiston 720 speeds of the first andsecond syringe assembly barrel 712. In the illustrated embodiment, theinterior volume 714 of eachbarrel 712 is 5 mL, and the fuel sample S flow rate is 3 mL/min. In the illustrated embodiment, the switch period from one of thesyringe assemblies - As the fuel sample S is pumped through the
test section 110, a steady current is applied to theheater tube 114 via the bus bars 122 a, 122 b and, depending upon the temperature and/or quality of the fuel sample utilized in a particular test, a thermal oxidation deposit may form on theheating tube 114 as a visible film. Theheater tube 114 is maintained at a relatively high temperature, for example, at 260° C.; however, this temperature may be higher or lower in some applications. The current applied to theheater tube 114 is controlled to maintain a steady temperature at the point of measurement. -
FIG. 8 is a diagram that illustrates aconventional heating system 802 for heating theheater tube 114 via the bus bars 122 a, 122 b. As illustrated, theconventional heating system 802 includes apower supply 804, acontrol system 806, athermocouple 124 that measures ahot spot 808 of theheater tube 114 at a point P thereon, and the pair ofbus bars heater tube 114. Theheater tube 114 is resistively heated by the conductance of high amperage, low voltage current from thepower supply 804 through theheater tube 114, which results in theheater tube 114 having a thermal profile as illustrated. Here, the position of the point P of measurement of thethermocouple 124 is located inside theheater tube 114, and is fixed by the length of theshoulder 132 a,b of theheater tube 114, which per the test method is 39 mm. Therefore, this 39 mm point is in the hottest region (i.e., the hot spot 808) of theheater tube 114 utilized in the test method. - In the illustrated embodiment, the bus bars 122 a, 122 b are relatively heavy and water-cooled so that they incur a relatively minimal temperature increase when supplied with current. The
control system 806 serves as an indicator and/or controller. For example, it may automatically control the temperature and vary the power supplied from thepower supply 804 as needed so that a steady source of heat is provided to the bus bars 122 a, 122 b andheater tube 114. Accordingly, theheating system 802 may be utilized to maintain a target temperature, for example, 260° C., as prescribed by the test method. Thecontrol system 806 may alternatively provide for manual operation and thus provide a technician only a temperature readout so that he or she may manually adjust the temperature as needed. - The thermal profile of the
heater tube 114 and, therefore, the position of thehot spot 808 thereon, may be influenced by numerous factors. These factors include the thermal properties of the fuel sample S, the temperature of the bus bars 122 a, 122 b, and the temperature difference (ΔT) between the bus bars 122 a, 122 b. In addition, the ability to control the thermal profile of theheater tube 114 may improve test method results and reproducibility of the same. Conventional instruments, however, do not include control systems that permit fine-tuning of theheater tube 114 thermal profile. For example, while existing instruments do include cooling systems that remove heat going into the bus bars 122 a, 122 b by conduction from thehot heater tube 114, technicians may not control these existing cooling systems to optimize the heat profile of theheater tube 114. - The bus bars 122 a, 122 b of existing
rigs 100 are cooled via water cooling systems that circulate water along a single path that flows through eachbus bar FIG. 9A is a diagram illustrating how an existing bus barwater cooling system 902 operates, andFIG. 9B illustrates an exemplaryinternal cooling system 904 that may be integrated into the existing instruments. These existing systems, however, are not temperature controlled, as they simply include aliquid pump 906 that circulates a liquid through the bus bars 122 a, 122 b and then into aheat exchanger 908 that is associated with afan 910 that blows air at ambient temperature, thereby cooling the liquid. - During operation of existing instruments, the initially unheated fuel sample S is introduced into the
sleeve 112 proximate thelower bus bar 122b, is heated along the length of theheater tube 114 while flowing upward there-along, and exits thesleeve 112 proximate to thetop bus bar 122 a at a higher temperature. Fuel samples S comprising fuels with good heat transfer properties will, however, decrease the temperature of thelower bus bar 122 b, but such fuel samples S will not impart the same effect to theupper bus bar 122 a. This will in turn affect the heat profile of theheater tube 114, for example, by skewing the size of thehot spot 808 and/or by moving the hottest point P even closer to theupper shoulder 132 a. These effects may adversely impact the test method results, as thetemperature control system 806 is designed to take temperature measurements from a single point that is supposed to be the hottest point P on theheater tube 114; however, when the temperature profile is skewed and the hottest point P is shifted upwards along theheater tube 114, thetemperature control system 806 will no longer be measuring the hottest point P, and will therefore provide inaccurate results. Moreover, when performing successive tests, for example, when several tests are performed in quick succession, the cooling fluid may become warmer and the thermal conditions of theheater tube 114 will not be identical for each of the subsequent tests. -
FIG. 10 illustrates atemperature system 1002 for controlling temperature in the bus bars 122 a, 122 b, according to one or more embodiments. Thetemperature system 1002 individually controls the temperature of each of the bus bars 122 a, 122 b such that they are controlled independently of each other, thereby maintaining a constant thermal profile of theheater tube 114. In this way, the temperature difference (ΔT) between the bus bars 122 a, 122 b may be minimized and/or locked or set to a desired value. In addition, by locking the temperature difference (ΔT) between the top and bottom bus bars 122 a, 122 b, thetemperature system 1002 may also limit the effects of the variability of the thermal properties of the tested fuel samples S. - The
temperature system 1002 maintains a constant thermal profile of theheater tube 114 as a function of the test method temperature (e.g., 260° C. according to the test method). To do this, the temperature of eachbus bar lower bus bars temperature system 1002 will be compatible with such a new requirement while the existing instruments utilizing liquid circulation will be unable to satisfy such new requirement. - As illustrated, the
temperature system 1002 includes an upper bus bar sub-system 1004 and a lower bus bar sub-system 1006 that control the temperature in the upper andlower bus bars cooling module 1010, aheat sink 1012, acontroller 1014, a forcedconvection device 1016, and athermocouple 1018 that measures the temperature of itsrespective bus bar cooling module 1010 is a Peltier element and the forcedconvection device 1016 is a fan, butother cooling modules 1010 and/or forcedconvection devices 1016 may be utilized without departing from the present disclosure. As will be appreciated, each of the bus bar sub-systems 1004,1006 include aseparate controller 1014 and componentry so that they may individually adjust the heat extracted from the bus bars 122 a, 122 b by arespective heat pipe 1008. - Electric power is supplied to the
cooling module 1010 and, therefore, the amount of thermal energy transferred from the bus bars 122 a, 122 b to theirrespective heat sink 1012 is controlled by a temperature measurement carried out on each of the bus bars 122 a, 122 b. The measuring point utilized for these temperature measurements is located on the bus bars 122 a, 122 b at a point that is close to the interface with theheater tube 114 and may each, for example, be located at the same point of measurement as made on bus bars of existing instruments. - The bus bars 122 a, 122 b may have geometries that optimize heat transfer. For example, an exterior profile or
shape 1019 of the bus bars 122 a, 122 b may be contoured as illustrated so as to be able to use the entire exchange surface of thecooling module 1010. Also in the illustrated embodiment, eachbus bar base 1020 and abore 1022 extending inward therefrom, towards atapered end 1024 that holds or secures theheater tube 114; and theheat pipes 1008 are inserted into thebores 1022 of the bus bars 122 a, 122 b. Since the thermal conductivity of theheat pipe 1008 is higher than that of the bus bars 122 a, 122 b (e.g., which may be made from brass), calories are more efficiently transferred from one end of eachbus bar cooling module 1010 may be reduced, which improves the efficiency of thecooling system 1002 and the response time of the control loop. Thus, thetemperature system 1002 provides independent thermal control of theseparate bus bars -
FIG. 11A illustrates aclamping system 1102 that is utilized to secure thelower shoulder 132 b of the heater tube 114 (within the sleeve 112) to thelower bus bar 122 b. As illustrated, theclamping system 1102 includes aplate 1104 that is moveably positioned proximate to anend face 1106 of thelower bus bar 122 b, and arranged to compress or clamp thelower shoulder 132 b of theheater tube 114 that is positioned within thelower bus bar 122 b. Theclamping system 1102 further includes a pair ofscrews 1108 that extend through anouter surface 1110 and interior surface (obscured from view) of theplate 1106 and into theend face 1106 of thelower bus bar 122 b. As will be appreciated, a technician may tighten or loosen thescrews 1108 to compress or depress theplate 1104 relative to thelower bus bar 122 b. Thus, when thelower shoulder 132 b of the heater tube 114 (that is secured within the sleeve 112) is positioned between the interior face (obscured from view) of theplate 1104 and theend face 1106 of thelower bus bar 122 b, the technician may tighten or loosen thescrews 1108 to secure or remove thetest section 110. In some embodiments, either or both of the interior face (obscured from view) of theplate 1104 and theend face 1106 of thelower bus bar 122 b are contoured to receive thelower shoulder 132 b of theheater tube 114. In addition, thescrews 1108 may include alever 1112 extending therefrom to facilitate tightening and loosening of the same. It will be appreciated that, while note illustrated, theclamping system 1102 is similarly arranged at theupper bus bar 122 a to secure/unsecure theupper shoulder 132 a thereto. - To install or uninstall the
sleeve 112 andheater tube 114 assembly (i.e., the test section 110) relative to thelower bus bar 122b, the technician must move theplate 1104 so that theplate 1104 no longer obstructs the location on theend face 1106 that receives thelower shoulder 132 b of theheater tube 114. In one method, the technician must fully remove one (1) of thescrews 1108 and then loosen the other one (1) of thescrews 1108 such that theplate 1104 may pivot on the (remaining)screw 1108, thereby un-obstructing and presenting thelower shoulder 132 b within theend face 1106 of thelower bus bar 122 b. Alternatively, the technician may remove both of thescrews 1108 to fully remove theplate 1104 from theend face 1106 of thelower bus bar 122 b to install or uninstall thetest section 110. While not described, it will be appreciated that the foregoing described operation of theclamping system 1102 may be similarly utilized at theupper bus bar 122 a to secure/unsecure theupper shoulder 132 a thereto. - Alternate clamping systems may be utilized, however, that do not necessitate two (2) screws and that provide improved electrical and/or thermal contact between the
shoulders FIG. 11B illustrates aclamping system 1120, according to one or more embodiments. As detailed below, the illustratedclamping system 1120 utilizes a single screw that may be removed to install or uninstall theheater tube 114, and may provide enhanced thermal and electrical contact. While theclamping system 1120 ofFIG. 11B may be utilized with either or both of the upper andlower bus bars unspecified bus bar 122 that could be utilized as either the upper orlower bus bar - As illustrated, the
bus bar 122 utilized in theclamping system 1120 is forked at thetapered end 1024. Thus, thetapered end 1024 of thebus bar 122 includes a pair of forks orprongs base 1020 of thebus bar 122. The pair ofprongs gap 1124 there-between. Here,gap 1124 is sized such that theshoulder heater tube 114 may be inserted or retracted there trough as hereinafter described. In addition, thetapered end 1024 may be hollow to define a threadedbore 1126 that extends into thebus bar 122 for at least the length ofprongs - In the illustrated embodiment, the
clamping system 1120 further includes ascrew 1128 having a threadedportion 1130 that is received within and meshes with the threadedbore 1126 of thebus bar 122. Also, theclamping system 1120 includes aplate 1132 that is positioned within thegap 1124 between the pair ofprongs plate 1132 is arranged to slide between theprongs interior face 1134 of thebus bar 122 that will abut one of theshoulders heater tube 114. In operation, one of theshoulders interior face 1134 of thebus bar 122, and thescrew 1128 may then be rotated to drive the threadedportion 1130 thereof into or out of the threadedbore 1126, which in turn drives theplate 1132 towards or away from theinterior face 1134 and thus compresses or decompresses one of theshoulders screw 1128 and theplate 1132 are withdrawn from thetapered end 1024 of thebus bar 122, the gap will be unobstructed such that theshoulder heater tube 114 may be inserted or withdrawn. In the illustrated embodiment, theplate 1132 and theinterior face 1134 each include aseat 1132′,1134′ that is contoured to receive the shoulders 1132 a, 1132 b′. - Also in the illustrated embodiment, the
screw 1128 is hollow and includes abore 1136 having anarrow portion 1137a and awide portion 1137b, and theplate 1132 includes ashaft 1138 that is hollow and defines abore 1140 that is coaxial with thebore 1136 of thescrew 1128. As illustrated, theshaft 1138 and itsbore 1140 extend from theplate 1132, through thenarrow portion 1137 a and into thewide portion 1137 b of thebore 1136 of thescrew 1128 in a direction away from thebase 1020 of thebus bar 122. - A
locking device 1142 maybe be utilized to limit or inhibit the amount of axial movement of theplate 1132 within thegap 1124 relative to thescrew 1128 while permitting rotation of thescrew 1128 relative to theplate 1132. Thelocking device 1142 is secured within thebore 1140 of theplate 1132. In addition, thelocking device 1142 may include aflange 1144 that floats within thewide portion 1137 b of thebore 1136 of thescrew 1128, and abuts ashoulder 1146 within thebore 1136 of the screw 1128 (i.e., that is disposed between the narrow andwide portions screw 1128 is retracted from thebore 1126 of thebus bar 122. Also, theplate 1132 may be attached to thescrew 1128 to permit relative rotation between theplate 1132 and thescrew 1128, but to inhibit theshaft 1138 of theplate 1132 from being fully withdrawn from thebore 1136 of thescrew 1128 via interaction between theflange 1144 and theshoulder 1146. Thus, when thescrew 1128 is withdrawn from the threadedbore 1126 of thebus bar 122, the plate 1132 (that is attached to the locking device 1142) will be pulled by the (rotating)screw 1128 in the axial direction away from thebase 1020 of thebus bar 122. Stated differently, rotation of thescrew 1128 translates to an axial displacement of theplate 1132 within thegap 1124. Accordingly, theplate 1132 is carried by (or retracted with) thescrew 1128, which may be removed from thetapered end 1024 of thebus bar 124 to expose thegap 1124 so that theshoulder heater tube 114 from thebus bar 122. - In some embodiments, the bus bars 122 may one or both of a pair of
recesses bus bar 122 and arranged to receive one of thethermocouple 1018 of thetemperature system 1002, as detailed above. - Therefore, the disclosed systems and methods are well-adapted to attain the ends and advantages mentioned, as well as those that are inherent therein. The particular embodiments disclosed above are illustrative only, as the teachings of the present disclosure may be modified and practiced in different but equivalent manners apparent to those skilled in the art having the benefit of the teachings herein. Furthermore, no limitations are intended to the details of construction or design herein shown, other than as described in the claims below. It is therefore evident that the particular illustrative embodiments disclosed above may be altered, combined, or modified and all such variations are considered within the scope of the present disclosure. The systems and methods illustratively disclosed herein may suitably be practiced in the absence of any element that is not specifically disclosed herein and/or any optional element disclosed herein. While compositions and methods are described in terms of “comprising,” “containing,” or “including” various components or steps, the compositions and methods can also “consist essentially of” or “consist of” the various components and steps. All numbers and ranges disclosed above may vary by some amount. Whenever a numerical range with a lower limit and an upper limit is disclosed, any number and any included range falling within the range is specifically disclosed. In particular, every range of values (of the form, “from about a to about b,” or, equivalently, “from approximately a to b,” or, equivalently, “from approximately a-b”) disclosed herein is to be understood to set forth every number and range encompassed within the broader range of values. Also, the terms in the claims have their plain, ordinary meaning unless otherwise explicitly and clearly defined by the patentee. Moreover, the indefinite articles “a” or “an,” as used in the claims, are defined herein to mean one or more than one of the elements that it introduces. If there is any conflict in the usages of a word or term in this specification and one or more patent or other documents that may be incorporated herein by reference, the definitions that are consistent with this specification should be adopted.
- The use of directional terms such as above, below, upper, lower, upward, downward, left, right, and the like are used in relation to the illustrative embodiments as they are depicted in the figures, the upward or upper direction being toward the top of the corresponding figure and the downward or lower direction being toward the bottom of the corresponding figure.
- As used herein, the phrase “at least one of” preceding a series of items, with the terms “and” or “or” to separate any of the items, modifies the list as a whole, rather than each member of the list (i.e., each item). The phrase “at least one of” allows a meaning that includes at least one of any one of the items, and/or at least one of any combination of the items, and/or at least one of each of the items. By way of example, the phrases “at least one of A, B, and C” or “at least one of A, B, or C” each refer to only A, only B, or only C; any combination of A, B, and C; and/or at least one of each of A, B, and C.
Claims (21)
1. A temperature system for independently controlling a temperature of a bus bar to improve a thermal profile of a heater tube in a thermal oxidation rig, the temperature system comprising:
a heat sink arranged proximate to a base of the bus bar that secures the bus bar to the thermal oxidation rig,
a cooling element that interposes the heat sink and the base of the bus bar,
a forced convection device,
a thermocouple arranged at an end of the bus bar that is opposite the base and proximate to the heater tube, wherein the thermocouple measures the temperature of the bus bar, and
a controller that is associated with the cooling element and the forced convection device, wherein the controller controls the cooling element and the forced convection device based on the temperature measured by the thermocouple.
2. The temperature systems of claim 1 , wherein the base bar includes a bore extending from the base that receives a heat pipe.
3. A thermal oxidation rig for analyzing a fuel sample, the thermal oxidation rig comprising:
a test section comprising a sleeve and heater tube assembly supported by a pair of bus bars, wherein the sleeve and heater tube assembly is secured within a clamping assembly arranged in each of the bus bars, wherein the sleeve and heater tube assembly comprises
a sleeve, wherein the sleeve is hollow and is open at opposed ends;
a heater tube secured within the sleeve and hermetically sealed therein;
a fuel inlet and a fuel outlet arranged on the sleeve between the open ends of the sleeve;
the temperature system of claim 1 for independently controlling a temperature of a said bus bar to improve a thermal profile of the heater tube in the thermal oxidation
4. The thermal oxidation rig of claim 3 , wherein the bus bar includes a bore extending from the base that receives a heat pipe.
5. The thermal oxidation rig of claim 3 , further comprising a pumping system for moving the fuel sample from a sample container, into the fuel inlet, and through the test section,
the pumping system comprising:
a first and second syringe assembly, each syringe assembly having a hollow barrel that defines a volume for holding the fuel sample, a tip disposed at an upper end of the barrel, an open end disposed at a lower end of the barrel, each syringe assembly having an inlet valve and an outlet valve;
a pair of pistons that are each arranged to slide within one of the barrel volumes, each piston having shaft that extends into the volume through the open end of the barrel and connects to a head portion that abuts an interior wall of the hollow barrel so that the volume is sealed from the open end of the barrel, and
a pair of motors, each of the motors is coupled to one of the pistons and independently controlled so that a flow rate of the fuel sample remains constant, wherein each of the motors controls a stroke of its respective piston such that the pistons accelerate and decelerate simultaneously.
6. A system for automatically aerating a fuel sample, the system comprising: a pump for facilitating an airflow, an flowmeter that measures the airflow, and a sample container into which the airflow is injected, wherein the pump further comprises a controller that is associated with the flowmeter and automatically maintains the airflow at a constant rate via a control loop.
7. The system of claim 6 , wherein the system further comprises an air desiccant that removes moisture from the airflow.
8. The system of claim 7 , wherein the system further comprises a humidity sensor arranged to sample the airflow passing through the air desiccant.
9. The system of claim 6 , wherein the sample container further comprises a diffuser arranged therein.
10. The system of claim 6 , wherein the constant rate is 1.5 liters per minute.
11. The system of claim 6 , wherein the system further comprises a filter that filters the airflow before passing through the pump.
12. A gauge for positioning a heater tube within a sleeve, the gauge comprising a body having a first and a second end and a bore that extends from the first end into the body for a length, wherein the bore has a diameter that is sized to receive an open end of the sleeve, wherein the heater tube includes a pair of shoulders interposed by a thin portion and the shoulders extend away from the thin portion from a lip, and wherein one of the shoulders extends through the sleeve and into the length of the bore such that lip is positioned proximate to an outlet of the sleeve.
13. The gauge of claim 12 , wherein the bore of the gauge extends from the first end for a length that is shorter than the body.
14. The gauge of claim 12 , wherein the gauge further comprises a shoulder that is radially disposed along the bore at a location spaced from the first end by a distance equal to the length.
15. The gauge of claim 14 , wherein the bore extends from the first end to the second end of the body.
16. The gauge of claim 12 , wherein a portion of the bore proximate to the first end of the body is threaded.
17. (canceled)
18. A temperature system for independently controlling a temperature of a bus bar to improve a thermal profile of a heater tube in a thermal oxidation rig, the temperature system comprising:
a heat sink arranged proximate to a base of the bus bar that secures the bus bar to the thermal oxidation rig,
a cooling element that interposes the heat sink and the base of the bus bar,
a forced convection device,
a thermocouple arranged at an end of the bus bar that is opposite the base and proximate to the heater tube, wherein the thermocouple measures the temperature of the bus bar, and
a controller that is associated with the cooling element and the forced convection device, wherein the controller controls the cooling element and the forced convection device based on the temperature measured by the thermocouple.
19. The temperature systems of claim 18 , wherein the base bar includes a bore extending from the base that receives a heat pipe.
20. A clamping system for securing a heater tube to a bus bar of a thermal oxidation rig, the clamping system comprising:
a bore extending into an end of the bus bar and terminating at an inner face of the bus bar;
a pair of prongs extending from the inner face to the end of the bus bar, the prongs defining a gap that extends with the bore;
a plate arranged to slide within the gap in an axial direction, and
a screw arranged within the bore and coupled to the plate, wherein rotation of the screw translates to displacement of the plate in the axial direction.
21. A thermal oxidation rig for analyzing a fuel sample, the thermal oxidation rig comprising:
a test section comprising a sleeve and heater tube assembly supported by a pair of bus bars, wherein the sleeve and heater tube assembly is secured within a clamping assembly arranged in each of the bus bars, wherein the sleeve and heater tube assembly further comprises:
a gauge for positioning a heater tube of the heater tube assembly within a sleeve of the heater tube assembly, the gauge comprising a body having a first and a second end and a bore that extends from the first end into the body for a length, wherein the bore has a diameter that is sized to receive an open end of the sleeve, wherein the heater tube includes a pair of shoulders interposed by a thin portion and the shoulders extend away from the thin portion from a lip, and wherein one of the shoulders extends through the sleeve and into the length of the bore such that lip is positioned proximate to an outlet of the sleeve,
wherein the clamping assembly secures the heater tube to the bus bar and further comprises:
a bore extending into an end of the bus bar and terminating at an inner face of the bus bar,
a pair of prongs extending from the inner face to the end of the bus bar, the prongs defining a gap that extends with the bore,
a plate arranged to slide within the gap in an axial direction, and
a screw arranged within the bore and coupled to the plate, wherein rotation of the screw translates to displacement of the plate in the axial direction;
a pumping system for moving the fuel sample from the sample container and through the test section, the pumping system comprising:
a first and second syringe assembly, each syringe assembly having a hollow barrel that defines a volume for holding the fuel sample, a tip disposed at an upper end of the barrel, an open end disposed at a lower end of the barrel, each syringe assembly having an inlet valve and an outlet valve,
a pair of pistons that are each arranged to slide within one of the barrel volumes, each piston having shaft that extends into the volume through the open end of the barrel and connects to a head portion that abuts an interior wall of the hollow barrel so that the volume is sealed from the open end of the barrel, and
a pair of motors, each of the motors is coupled to one of the pistons and independently controlled so that a flow rate of the fuel sample remains constant, wherein each of the motors controls a stroke of its respective piston such that the pistons accelerate and decelerate simultaneously;
an aeration system for aerating the fuel sample in the sample container, the aeration system including a pump, a flowmeter for measuring airflow generated by the pump and injected into the sample container, wherein the pump further comprises a controller that is associated with the flowmeter and automatically maintains the airflow at a constant rate via a control loop; and
a temperature control system of claim 1 for independently controlling a temperature of a said bus bar to improve a thermal profile of the heater tube in the thermal oxidation rig.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US16/889,189 US20200292433A1 (en) | 2017-11-29 | 2020-06-01 | Jet Fuel Thermal Oxidation Test Equipment |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US15/826,272 US10677701B2 (en) | 2017-11-29 | 2017-11-29 | Jet fuel thermal oxidation test equipment |
US16/889,189 US20200292433A1 (en) | 2017-11-29 | 2020-06-01 | Jet Fuel Thermal Oxidation Test Equipment |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
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US15/826,272 Division US10677701B2 (en) | 2017-11-29 | 2017-11-29 | Jet fuel thermal oxidation test equipment |
Publications (1)
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US20200292433A1 true US20200292433A1 (en) | 2020-09-17 |
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Family Applications (2)
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US15/826,272 Active 2038-06-22 US10677701B2 (en) | 2017-11-29 | 2017-11-29 | Jet fuel thermal oxidation test equipment |
US16/889,189 Abandoned US20200292433A1 (en) | 2017-11-29 | 2020-06-01 | Jet Fuel Thermal Oxidation Test Equipment |
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US15/826,272 Active 2038-06-22 US10677701B2 (en) | 2017-11-29 | 2017-11-29 | Jet fuel thermal oxidation test equipment |
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EP (1) | EP3717900B1 (en) |
JP (1) | JP7213444B2 (en) |
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CA (1) | CA3083431A1 (en) |
RU (1) | RU2737980C1 (en) |
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FR3071062B1 (en) * | 2017-09-13 | 2019-08-30 | IFP Energies Nouvelles | DEVICE FOR MEASURING STABILITY TO OXIDATION AND / OR THERMAL STABILITY OF A FUEL BY MEANS OF A MICRO-FLUIDIC CHIP |
CN116908418B (en) * | 2023-07-20 | 2024-02-02 | 孚迪斯石油化工科技(葫芦岛)股份有限公司 | Aviation lubricating oil deposition performance test equipment |
CN116698255B (en) * | 2023-08-01 | 2023-10-10 | 江苏欣战江纤维科技股份有限公司 | Full-automatic filament thermal stress test equipment |
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2017
- 2017-11-29 US US15/826,272 patent/US10677701B2/en active Active
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2018
- 2018-11-29 CN CN201880073037.3A patent/CN111344567B/en active Active
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- 2018-11-29 EP EP18839703.8A patent/EP3717900B1/en active Active
- 2018-11-29 CA CA3083431A patent/CA3083431A1/en active Pending
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2020
- 2020-06-01 US US16/889,189 patent/US20200292433A1/en not_active Abandoned
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WO2019106607A2 (en) | 2019-06-06 |
CN111344567B (en) | 2023-03-28 |
EP3717900B1 (en) | 2024-03-13 |
RU2737980C1 (en) | 2020-12-07 |
US10677701B2 (en) | 2020-06-09 |
EP3717900C0 (en) | 2024-03-13 |
CN111344567A (en) | 2020-06-26 |
CA3083431A1 (en) | 2019-06-06 |
EP3717900A2 (en) | 2020-10-07 |
US20190162640A1 (en) | 2019-05-30 |
WO2019106607A3 (en) | 2019-08-08 |
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