Aircraft fuel accessory fault detection device

Abstract

The utility model relates to an aircraft fuel accessory fault detection device, which belongs to the technical field of aviation accessory detection, and comprises an integrated test bench body, and the test bench body comprises a main operation table arranged at the upper part; a hydraulic detection loop and an air pressure detection loop are arranged in the main operation table, a pipeline joint nozzle area is arranged outside the main operation table, and the hydraulic detection loop and the air pressure detection loop are connected to an external to-be-detected aircraft fuel accessory through joint nozzles; according to the utility model, fuel oil system testing and gas supply system testing are integrated, so that the fuel oil system testing and the gas supply system testing can be detected at the same time, and the detection time is saved; a tester only needs to connect the to-be-detected aircraft fuel accessory to the pipeline mouthpiece area on the test bench body and can complete two kinds of detection on the to-be-detected aircraft fuel accessory by controlling the function switch area, the valve switch area and the hand pump, so that the test bench is simple and convenient, and meanwhile, the test space is also saved.

Description

Technical Field

[0001] The utility model belongs to the technical field of aviation accessory detection, and in particular relates to an aircraft fuel accessory fault detection device. Background Art

[0002] The fuel system is a crucial system on an aircraft. Its fuel accessories are widely used in engine starting, bleed air, fuel pressurization, and the APU (Auxiliary Power Unit). They are also the most diverse, largest, and most frequently replaced aircraft accessories, making them the most critical repair accessories. Their performance directly impacts aircraft flight safety. The fuel system's functions are achieved through the proper functioning of its accessories, so the proper performance of these accessories is directly related to the flight safety of the entire aircraft. Therefore, appropriate aircraft fuel accessory testing equipment is required to conduct pre-installation and regular performance testing of fuel accessories to ensure their proper performance and reliable operation.

[0003] Existing fuel accessory testing equipment is highly specialized, requiring a separate test device for testing fuel accessories in an aircraft's fuel system and another for testing air supply accessories in an aircraft's air supply system. This means that existing fuel accessory testing equipment cannot simultaneously test both fuel accessories and air supply accessories. This creates significant inconvenience for maintenance personnel: separate fuel and air testing increases equipment costs and maintenance time. Therefore, the market urgently needs a well-designed, rationally structured, and integrated performance test bench capable of performing both fuel and air testing simultaneously. Summary of the Invention

[0004] The purpose of the present utility model is to provide an aircraft fuel accessory fault detection device to solve the problem existing in the prior art, that is, the existing fuel accessory testing device cannot simultaneously test the fuel accessories of the aircraft fuel system and the air supply accessories of the air supply system, which causes great inconvenience to maintenance personnel.

[0005] In order to achieve the above purpose, the present invention provides the following technical solutions:

[0006] An aircraft fuel accessory fault detection device comprises an integrated test bench body, the test bench body including a main operating console disposed on an upper portion; a hydraulic detection circuit and an air pressure detection circuit are disposed within the main operating console; a pipeline nozzle area is disposed on the outside of the main operating console, and a plurality of nozzles are disposed within the pipeline nozzle area. The hydraulic detection circuit and the air pressure detection circuit are both connected to an external aircraft fuel accessory to be tested via the nozzles, and the aircraft fuel accessory to be tested is detachably connected to the nozzles; the hydraulic detection circuit comprises a one-way valve, a first hydraulic source pressure gauge, a first filter, a first relief valve, a second relief valve, a second hydraulic source pressure gauge, a first output pressure switch, a second output pressure switch, a pressure regulating switch, a solenoid valve, an actuator throttling switch, a first oil return switch, a second oil return switch, a first oil return pressure gauge, a second oil return pressure gauge, a hydraulic pump source, and an oil tank;

[0007] The input end of the one-way valve is connected to the hydraulic pump source, the output end of the one-way valve is connected to the first end of the first filter, the first hydraulic source pressure gauge and the input end of the first relief valve, the output end of the first relief valve is connected to the fuel tank, the second end of the first filter is connected to the second hydraulic source pressure gauge, the input end of the second relief valve, the first end of the first output pressure switch, the first end of the second output pressure switch and the first end of the solenoid valve, the output end of the second relief valve is connected to the fuel tank and the input end of the pressure regulating switch, the output end of the pressure regulating switch is connected to the fuel tank, the second end of the first output pressure switch is connected to the external aircraft fuel accessory to be tested through the first output pressure connector in the pipeline nozzle area, and the second end of the second output pressure switch is connected to the external through the second output pressure connector in the pipeline nozzle area. A fuel accessory of an aircraft to be inspected, wherein the second end of the solenoid valve is connected to the external fuel accessory of the aircraft to be inspected via a first actuator nozzle in the pipeline nozzle area, the third end of the solenoid valve is connected to the external fuel accessory of the aircraft to be inspected via a second actuator nozzle in the pipeline nozzle area, the fourth end of the solenoid valve is connected to the first end of the first return oil switch, the first end of the second return oil switch, and the fuel tank via an actuator throttle switch, the second end of the first return oil switch is connected to a first return oil pressure gauge, the second end of the first return oil switch is connected to the external fuel accessory of the aircraft to be inspected via the first return oil nozzle in the pipeline nozzle area, the second end of the second return oil switch is connected to the second return oil pressure gauge, and the second end of the second return oil switch is connected to the external fuel accessory of the aircraft to be inspected via the second return oil nozzle in the pipeline nozzle area.

[0008] A further improvement of the technical solution is that a hand pump is provided on one side of the test bench body, and the input end of the one-way valve is connected to the hydraulic pump source through the hand pump.

[0009] A further improvement of the present technical solution is that the hydraulic detection circuit further includes a flow meter, one end of the flow meter is connected to the oil tank, and the other end of the flow meter is connected to the second end of the actuator cylinder throttle switch.

[0010] A further improvement of the present technical solution is that the air pressure detection circuit includes a second filter, a first action switch, a second action switch, a second output pressure gauge, a third relief valve, a pressure regulating valve, a third action switch, a fourth action switch, a first indicator light, a fifth action switch, a third output pressure gauge, a first buffer, a sixth action switch, a fourth output pressure gauge, a second buffer, a fifth output pressure gauge, a third buffer, a sixth output pressure gauge, a fourth buffer, a seventh output pressure gauge, a fifth buffer, an eighth output pressure gauge, a manual reversing valve and an air source;

[0011] The first end of the second filter is connected to the gas source via the first actuated switch. The second end of the second filter is connected to the input end of the third relief valve, the second output pressure gauge, and the first end of the second actuated switch. The second end of the second actuated switch is connected to an external aircraft fuel accessory to be tested via a third output pressure connector in the pipeline nozzle area. The output end of the third relief valve is connected to the first end of the third actuated switch and the first end of the fourth actuated switch via a pressure regulating valve. The second end of the third actuated switch is connected to the first indicator light, the first end of the fifth actuated switch, and the third output pressure gauge. The second end of the third actuated switch is also connected to an external aircraft fuel accessory to be tested via a fourth output pressure connector in the pipeline nozzle area. The second end of the fifth actuated switch is connected to the first buffer and the first end of the sixth actuated switch. The second end of the sixth actuated switch is connected to the fourth output pressure gauge and the second end of the fourth actuated switch. The second end of the sixth actuated switch is also connected to an external aircraft fuel accessory to be tested via the fifth output pressure connector in the pipeline nozzle area.

[0012] The first end of the second buffer is connected to the fifth output pressure gauge, and the first end of the second buffer is connected to an external aircraft fuel accessory to be tested via the sixth output pressure connector in the pipeline connector area. The first end of the third buffer is connected to the sixth output pressure gauge, and the first end of the third buffer is connected to an external aircraft fuel accessory to be tested via the seventh output pressure connector in the pipeline connector area. The first end of the fourth buffer is connected to the seventh output pressure gauge, and the first end of the fourth buffer is connected to an external aircraft fuel accessory to be tested via the eighth output pressure connector in the pipeline connector area. The first and second ends of the fifth buffer are both connected to the first end of the manual reversing valve, the second end of the manual reversing valve is connected to the eighth output pressure gauge, and the second end of the manual reversing valve is connected to the external aircraft fuel accessory to be tested via the ninth output pressure connector in the pipeline connector area.

[0013] A further improvement of the present technical solution is that the outside of the main operating table is provided with a pressure gauge area, a voltage and current meter area, an indicator light area, a function switch area, a valve switch area and a pipe nozzle area from top to bottom. The voltage and current meter area is used to display the voltage and current values ​​during the test process, and the indicator light area is used to display the operating status of the test process.

[0014] The first hydraulic source pressure gauge, the second hydraulic source pressure gauge, the first oil return pressure gauge, the second oil return pressure gauge, the second output pressure gauge, the third output pressure gauge, the fourth output pressure gauge, the fifth output pressure gauge, the sixth output pressure gauge, the seventh output pressure gauge and the eighth output pressure gauge are all arranged in the pressure gauge area;

[0015] The first output pressure switch, the second output pressure switch, the pressure regulating switch, the actuator throttling switch, the first oil return switch, the second oil return switch, the first action switch, the second action switch, the third action switch, the fourth action switch, the fifth action switch and the sixth action switch are all arranged in the function switch area;

[0016] The one-way valve, the first relief valve, the second relief valve, the solenoid valve, the third relief valve, the pressure regulating valve and the manual reversing valve are all arranged in the valve switch area.

[0017] A further improvement of the technical solution is that the test bench body also includes an auxiliary operating table located in the middle and an electrical installation cabinet located at the bottom, and the auxiliary operating table is used to carry the aircraft fuel accessories to be tested.

[0018] A further improvement of the technical solution is that a cabinet door is provided on the electrical installation cabinet.

[0019] A further improvement of the technical solution is that universal wheels are provided at the bottom of the electrical installation cabinet.

[0020] The beneficial effect of the present invention is that the present invention integrates the fuel system test and the air supply system test into one, so as to ensure that the fuel system test and the air supply system test can be performed simultaneously, thereby saving test time. In addition, two test circuits are provided inside the test bench. The tester only needs to connect the fuel accessories of the aircraft to be tested to the pipe nozzle area on the test bench body and complete the two tests of the fuel accessories of the aircraft to be tested by operating the function switch area, the valve switch area and the hand pump. This is simple and convenient and also saves test space.

[0021] In addition, the utility model has a reliable design principle, a simple structure and a very broad application prospect.

[0022] It can be seen that compared with the prior art, the present invention has outstanding substantial features and significant progress, and the beneficial effects of its implementation are also obvious. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 A schematic diagram of the structure of the device.

[0024] Figure 2 This is the schematic diagram of the hydraulic detection circuit.

[0025] Figure 3 This is the schematic diagram of the air pressure detection circuit.

[0026] 110 is the main operating table, 111 is the pressure gauge area, 112 is the voltage and current meter area, 113 is the indicator light area, 114 is the function switch area, 115 is the valve switch area, 116 is the pipe nozzle area, 120 is the auxiliary operating table, 130 is the electrical installation cabinet, 140 is the hand pump, 210 is the one-way valve, 220 is the first filter, 230 is the first relief valve, 240 is the second relief valve, 250 is the solenoid valve, 260 is the hydraulic pump source, 270 is the oil tank, 281 is the first hydraulic source pressure gauge, 282 is The second hydraulic source pressure gauge, 283 is the first output pressure switch, 284 is the second output pressure switch, 285 is the first output pressure nozzle, 286 is the second output pressure nozzle, 287 is the first actuator nozzle, 288 is the second actuator nozzle, 289 is the actuator throttle switch, 290 is the first return oil switch, 291 is the second return oil switch, 292 is the first return oil pressure gauge, 293 is the first return oil nozzle, 294 is the second return oil pressure gauge, 295 is the second return oil nozzle, 296 is the pressure regulating switch 310 is the second filter, 320 is the third overflow valve, 330 is the pressure regulating valve, 340 is the first buffer, 350 is the air source, 361 is the first action switch, 362 is the second output pressure gauge, 363 is the second action switch, 364 is the third output pressure nozzle, 365 is the third action switch, 366 is the fourth action switch, 367 is the first indicator light, 368 is the fifth action switch, 369 is the third output pressure gauge, 370 is the fourth output pressure nozzle, 371 is the sixth action switch, 3 72 is the fourth output pressure gauge, 373 is the fifth output pressure nozzle, 374 is the second buffer, 375 is the fifth output pressure gauge, 376 is the sixth output pressure nozzle, 377 is the third buffer, 378 is the sixth output pressure gauge, 379 is the seventh output pressure nozzle, 380 is the fourth buffer, 381 is the seventh output pressure gauge, 382 is the eighth output pressure nozzle, 383 is the fifth buffer, 384 is the eighth output pressure gauge, 385 is the manual reversing valve, and 386 is the ninth output pressure nozzle. DETAILED DESCRIPTION

[0027] In order to enable those skilled in the art to better understand the technical solutions of the present invention, the following will be combined with the drawings of the embodiments of the present invention to clearly and completely describe the technical solutions of the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0028] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art in the art of the present invention. The terms used herein in the specification of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention.

[0029] like Figure 1 As shown, the utility model provides an aircraft fuel accessory fault detection device, comprising an integrated test bench body, the test bench body including a main operating table arranged at the upper portion; a hydraulic detection circuit and a pneumatic detection circuit are disposed within the main operating table, and a pipeline nozzle area is disposed outside the main operating table, wherein a plurality of nozzles are disposed within the pipeline nozzle area, and the hydraulic detection circuit and the pneumatic pressure detection circuit are both connected to an external aircraft fuel accessory to be detected through the nozzles, and the aircraft fuel accessory to be detected is detachably connected to the nozzles.

[0030] In addition, the test bench body also includes an auxiliary operating table located in the middle and an electrical installation cabinet located at the bottom. The auxiliary operating table is used to carry the aircraft fuel accessories to be tested; the electrical installation cabinet is provided with a cabinet door, and the bottom of the electrical installation cabinet is provided with universal wheels.

[0031] In addition, the main operating console is equipped with a pressure gauge area, a voltage and current meter area, an indicator light area, a function switch area, a valve switch area, and a pipe nozzle area from top to bottom. The pressure gauge area is equipped with pressure gauges for the pipelines of each test point to display the hydraulic pressure value during the test process. The voltage and current meter area below the pressure gauge is equipped with a voltmeter and an ammeter to display the voltage and current values ​​during the test process. The indicator light area below the voltage and current meter is equipped with indicator lights to display some key status of the test process. The function switch area below the indicator light is equipped with an emergency stop switch and a function switching button switch. The emergency stop switch is used to quickly switch the main power supply in an emergency to ensure the safety of equipment and personnel. The function switching switch switches the hydraulic pipeline during the test through the signal acquisition and control components. The valve switch area below the function switching switch is equipped with a valve switch. Clockwise rotation opens the corresponding valve, and counterclockwise rotation closes the corresponding valve. The pipe nozzle area below the valve is equipped with hydraulic pipeline nozzles and pneumatic pipeline nozzles connected to the aircraft fuel accessories to be tested. They are connected to the aircraft fuel accessories to be tested through matching hoses.

[0032] like Figure 2As shown, the hydraulic detection circuit includes a one-way valve, a first hydraulic source pressure gauge, a first filter, a first relief valve, a second relief valve, a second hydraulic source pressure gauge, a first output pressure switch, a second output pressure switch, a pressure regulating switch 296, a solenoid valve, an actuator throttling switch, a first return oil switch, a second return oil switch, a first return oil pressure gauge, a second return oil pressure gauge, a hydraulic pump source and an oil tank; the input end of the one-way valve 210 is connected to the hydraulic pump source, and the output end of the one-way valve 210 is connected to the first end of the first filter 220, the first hydraulic source pressure gauge 281 and the first relief valve. The input end of the flow valve 230, the output end of the first relief valve 230 is connected to the oil tank 270, the second end of the first filter 220 is connected to the second hydraulic source pressure gauge 282, the input end of the second relief valve 240, the first end of the first output pressure switch 283, the first end of the second output pressure switch 284 and the first end of the solenoid valve 250, the output end of the second relief valve 240 is connected to the oil tank 270 and the input end of the pressure regulating switch 296, the output end of the pressure regulating switch 296 is connected to the oil tank 270, and the second end of the first output pressure switch 283 is connected to the oil tank 270 through the pipe. The first output pressure connector 285 in the pipeline connector area is connected to the external aircraft fuel accessory to be tested. The second end of the second output pressure switch 284 is connected to the external aircraft fuel accessory to be tested via the second output pressure connector 286 in the pipeline connector area. The second end of the solenoid valve 250 is connected to the external aircraft fuel accessory to be tested via the first actuator connector 287 in the pipeline connector area. The third end of the solenoid valve 250 is connected to the external aircraft fuel accessory to be tested via the second actuator connector 288 in the pipeline connector area. The fourth end of the solenoid valve 250 is connected to the external aircraft fuel accessory to be tested via the actuator connector. Throttle switch 289 is connected to a first end of a first oil return switch 290, a first end of a second oil return switch 291, and the fuel tank. A second end of first oil return switch 290 is connected to a first oil return pressure gauge 292. A second end of first oil return switch 290 is connected to an external aircraft fuel accessory to be tested via a first oil return nozzle 293 in the pipeline nozzle area. A second end of second oil return switch 291 is connected to a second oil return pressure gauge 294. A second end of second oil return switch 291 is connected to an external aircraft fuel accessory to be tested via a second oil return nozzle 295 in the pipeline nozzle area.

[0033] In addition, a hand pump 140 is provided on one side of the test bench body, and the input end of the one-way valve is connected to the hydraulic pump source through the hand pump, which is used to manually adjust the pressure value in the hydraulic pipeline during the test.

[0034] In addition, the hydraulic detection circuit further comprises a flow meter, one end of the flow meter is connected to the oil tank, and the other end of the flow meter is connected to the second end of the actuator throttle switch.

[0035] like Figure 3As shown, the air pressure detection circuit includes a second filter, a first action switch, a second action switch, a second output pressure gauge, a third relief valve, a pressure regulating valve, a third action switch, a fourth action switch, a first indicator light, a fifth action switch, a third output pressure gauge, a first buffer, a sixth action switch, a fourth output pressure gauge, a second buffer, a fifth output pressure gauge, a third buffer, a sixth output pressure gauge, a fourth buffer, a seventh output pressure gauge, a fifth buffer, an eighth output pressure gauge, a manual reversing valve and an air source; a first end of the second filter 310 is connected to the air source 350 through the first action switch 361, and a second end of the second filter 310 is connected to the input of the third relief valve 320. The output end of the third relief valve 320 is connected to the first end of the third action switch 365 and the first end of the fourth action switch 366 through the pressure regulating valve 330. The second end of the third action switch 365 is connected to the first end of the first indicator light 367, the first end of the fifth action switch 368 and the third output pressure gauge 369. The second end of the third action switch 365 is also connected to the external aircraft fuel accessory to be tested through the fourth output pressure connector 370 in the pipeline nozzle area. The second end of action switch 368 is connected to first buffer 340 and the first end of sixth action switch 371. The second end of sixth action switch 371 is connected to fourth output pressure gauge 372 and the second end of fourth action switch 366. The second end of sixth action switch 371 is also connected to an external aircraft fuel accessory to be tested via fifth output pressure connector 373 in the pipeline connector area. The first end of second buffer 374 is connected to fifth output pressure gauge 375. The first end of second buffer 374 is connected to an external aircraft fuel accessory to be tested via sixth output pressure connector 376 in the pipeline connector area. The first end of third buffer 377 is connected to sixth output pressure gauge 378. The first end of the third buffer 377 is connected to an external aircraft fuel accessory to be tested via the seventh output pressure connector 379 in the pipeline connector area. The first end of the fourth buffer 380 is connected to the seventh output pressure gauge 381, and the first end of the fourth buffer 380 is connected to the external aircraft fuel accessory to be tested via the eighth output pressure connector 382 in the pipeline connector area. The first and second ends of the fifth buffer 383 are both connected to the first end of a manual reversing valve 385, the second end of which is connected to the eighth output pressure gauge 384, and the second end of the manual reversing valve 385 is connected to the external aircraft fuel accessory to be tested via the ninth output pressure connector 386 in the pipeline connector area. To ensure the stability of the test bench, the hydraulic pump source, oil tank, and air source are all located in the electrical installation cabinet.

[0036] Specifically, the first hydraulic source pressure gauge, second hydraulic source pressure gauge, first return oil pressure gauge, second return oil pressure gauge, second output pressure gauge, third output pressure gauge, fourth output pressure gauge, fifth output pressure gauge, sixth output pressure gauge, seventh output pressure gauge, and eighth output pressure gauge are all located in the pressure gauge area. The first output pressure switch, second output pressure switch, pressure regulating switch, actuator throttling switch, first return oil switch, second return oil switch, first action switch, second action switch, third action switch, fourth action switch, fifth action switch, and sixth action switch are all located in the function switch area. The one-way valve, first relief valve, second relief valve, solenoid valve, third relief valve, pressure regulating valve, and manual reversing valve are all located in the valve switch area. Inspectors can operate the function switch area, valve switch area, and hand pump to perform fault detection on the aircraft's fuel accessories, and the test results are displayed in the pressure gauge area and voltage and current meter area.

[0037] The above disclosure is only a preferred embodiment of the present invention, but the present invention is not limited thereto. Any non-creative changes that can be thought of by technicians in this field, as well as several improvements and modifications made without departing from the principles of the present invention, should fall within the scope of protection of the present invention.

Claims

1. An aircraft fuel accessory fault detection device, characterized in that: The test bench comprises an integrated test bench body, which includes a main operating table arranged at the top; a hydraulic detection circuit and an air pressure detection circuit are arranged inside the main operating table, and a pipeline nozzle area is arranged outside the main operating table, wherein a plurality of nozzles are arranged in the pipeline nozzle area, and the hydraulic detection circuit and the air pressure detection circuit are connected to an external aircraft fuel accessory to be tested through the nozzles, and the aircraft fuel accessory to be tested is detachably connected to the nozzles; the hydraulic detection circuit includes a one-way valve, a first hydraulic source pressure gauge, a first filter, a first relief valve, a second relief valve, a second hydraulic source pressure gauge, a first output pressure switch, a second output pressure switch, a pressure regulating switch, a solenoid valve, an actuator throttling switch, a first return oil switch, a second return oil switch, a first return oil pressure gauge, a second return oil pressure gauge, a hydraulic pump source, and an oil tank; The input end of the one-way valve is connected to the hydraulic pump source, the output end of the one-way valve is connected to the first end of the first filter, the first hydraulic source pressure gauge and the input end of the first relief valve, the output end of the first relief valve is connected to the fuel tank, the second end of the first filter is connected to the second hydraulic source pressure gauge, the input end of the second relief valve, the first end of the first output pressure switch, the first end of the second output pressure switch and the first end of the solenoid valve, the output end of the second relief valve is connected to the fuel tank and the input end of the pressure regulating switch, the output end of the pressure regulating switch is connected to the fuel tank, the second end of the first output pressure switch is connected to the external aircraft fuel accessory to be tested through the first output pressure connector in the pipeline nozzle area, and the second end of the second output pressure switch is connected to the external through the second output pressure connector in the pipeline nozzle area. A fuel accessory of an aircraft to be inspected, wherein the second end of the solenoid valve is connected to the external fuel accessory of the aircraft to be inspected via a first actuator nozzle in the pipeline nozzle area, the third end of the solenoid valve is connected to the external fuel accessory of the aircraft to be inspected via a second actuator nozzle in the pipeline nozzle area, the fourth end of the solenoid valve is connected to the first end of the first return oil switch, the first end of the second return oil switch, and the fuel tank via an actuator throttle switch, the second end of the first return oil switch is connected to a first return oil pressure gauge, the second end of the first return oil switch is connected to the external fuel accessory of the aircraft to be inspected via the first return oil nozzle in the pipeline nozzle area, the second end of the second return oil switch is connected to the second return oil pressure gauge, and the second end of the second return oil switch is connected to the external fuel accessory of the aircraft to be inspected via the second return oil nozzle in the pipeline nozzle area.

2. The aircraft fuel accessory fault detection device according to claim 1, characterized in that: A hand pump is also provided on one side of the test bench body, and the input end of the one-way valve is connected to the hydraulic pump source through the hand pump.

3. The aircraft fuel accessory fault detection device according to claim 1, characterized in that: The hydraulic detection circuit also includes a flow meter, one end of the flow meter is connected to the oil tank, and the other end of the flow meter is connected to the second end of the actuator throttle switch.

4. The aircraft fuel accessory fault detection device according to claim 1, characterized in that: The air pressure detection circuit includes a second filter, a first action switch, a second action switch, a second output pressure gauge, a third relief valve, a pressure regulating valve, a third action switch, a fourth action switch, a first indicator light, a fifth action switch, a third output pressure gauge, a first buffer, a sixth action switch, a fourth output pressure gauge, a second buffer, a fifth output pressure gauge, a third buffer, a sixth output pressure gauge, a fourth buffer, a seventh output pressure gauge, a fifth buffer, an eighth output pressure gauge, a manual reversing valve and an air source; The first end of the second filter is connected to the gas source via the first actuated switch. The second end of the second filter is connected to the input end of the third relief valve, the second output pressure gauge, and the first end of the second actuated switch. The second end of the second actuated switch is connected to an external aircraft fuel accessory to be tested via a third output pressure connector in the pipeline nozzle area. The output end of the third relief valve is connected to the first end of the third actuated switch and the first end of the fourth actuated switch via a pressure regulating valve. The second end of the third actuated switch is connected to the first indicator light, the first end of the fifth actuated switch, and the third output pressure gauge. The second end of the third actuated switch is also connected to an external aircraft fuel accessory to be tested via a fourth output pressure connector in the pipeline nozzle area. The second end of the fifth actuated switch is connected to the first buffer and the first end of the sixth actuated switch. The second end of the sixth actuated switch is connected to the fourth output pressure gauge and the second end of the fourth actuated switch. The second end of the sixth actuated switch is also connected to an external aircraft fuel accessory to be tested via the fifth output pressure connector in the pipeline nozzle area. The first end of the second buffer is connected to a fifth output pressure gauge, and the first end of the second buffer is connected to an external aircraft fuel accessory to be tested through a sixth output pressure connector in the pipeline connector area; The first end of the third buffer is connected to the sixth output pressure gauge, and the first end of the third buffer is connected to the external aircraft fuel accessory to be tested through the seventh output pressure connector in the pipeline connector area; The first end of the fourth buffer is connected to the seventh output pressure gauge, and the first end of the fourth buffer is connected to the external aircraft fuel accessory to be tested through the eighth output pressure connector in the pipeline connector area; The first end and the second end of the fifth buffer are both connected to the first end of the manual reversing valve, the second end of the manual reversing valve is connected to the eighth output pressure gauge, and the second end of the manual reversing valve is connected to an external aircraft fuel accessory to be tested through a ninth output pressure connector in the pipeline connector area.

5. The aircraft fuel accessory fault detection device according to claim 4, characterized in that: The main operating table is equipped with a pressure gauge area, a voltage and current meter area, an indicator light area, a function switch area, a valve switch area and a pipe nozzle area from top to bottom. The voltage and current meter area is used to display the voltage and current values ​​during the test process, and the indicator light area is used to display the operating status of the test process. The first hydraulic source pressure gauge, the second hydraulic source pressure gauge, the first oil return pressure gauge, the second oil return pressure gauge, the second output pressure gauge, the third output pressure gauge, the fourth output pressure gauge, the fifth output pressure gauge, the sixth output pressure gauge, the seventh output pressure gauge and the eighth output pressure gauge are all arranged in the pressure gauge area; The first output pressure switch, the second output pressure switch, the pressure regulating switch, the actuator throttling switch, the first oil return switch, the second oil return switch, the first action switch, the second action switch, the third action switch, the fourth action switch, the fifth action switch and the sixth action switch are all arranged in the function switch area; The one-way valve, the first relief valve, the second relief valve, the solenoid valve, the third relief valve, the pressure regulating valve and the manual reversing valve are all arranged in the valve switch area.

6. The aircraft fuel accessory fault detection device according to claim 1, characterized in that: The test bench body also includes an auxiliary operating table located in the middle and an electrical installation cabinet located at the bottom. The auxiliary operating table is used to carry the aircraft fuel accessories to be tested.

7. The aircraft fuel accessory fault detection device according to claim 6, characterized in that: The electrical installation cabinet is provided with a cabinet door.

8. The aircraft fuel accessory fault detection device according to claim 6, characterized in that: Universal wheels are provided at the bottom of the electrical installation cabinet.

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