Testing equipment for cabin temperature control box

Abstract

The utility model discloses test equipment for a cabin temperature control box, and belongs to the technical field of test equipment. Comprising a power supply unit, a temperature setting unit, a bleed air pressure unit, a temperature sensor unit, a valve opening control signal detection unit, a valve opening feedback unit, a valve load unit, a communication unit, a main control unit and a man-machine interaction unit, through simulating operation functions of a temperature setting unit, a temperature sensor unit, a bleed air pressure unit and a temperature adjusting valve unit on an airplane, a complete closed-loop test system is established with a cabin temperature control box, and ARINC 429 data sent by the cabin temperature control box is received and processed. A user can monitor engineering quantity information output by the cabin temperature control box in real time; the system has the functions of cockpit and cargo compartment temperature setting, temperature sensor simulation feedback, bleed pressure simulation feedback and temperature adjusting valve state feedback.

Description

Technical Field

[0001] This utility model relates to the field of testing equipment technology, specifically to a testing device for a cabin temperature control box. Background Technology

[0002] When regulating the cockpit temperature of an aircraft, the pilot first sets the target temperature using a temperature selection knob. When the cockpit temperature control box detects a discrepancy between the actual cockpit temperature and the set temperature, it automatically adjusts the opening of the cockpit air supply valve. The valve opening adjusts the mixing ratio of the cold and hot air outputs, thereby controlling the temperature of the air entering the cockpit. The cargo hold temperature regulation process is the same as the cockpit. Therefore, a device is needed for comprehensive, reliable, and easy-to-use performance testing of the cockpit temperature control box. Summary of the Invention

[0003] The purpose of this invention is to overcome the shortcomings of the prior art and provide a testing device for a cabin temperature control box.

[0004] The objective of this utility model is achieved through the following technical solution:

[0005] This utility model discloses a testing device for a cockpit temperature control box, including a power supply unit, a temperature setting unit, a bleed air pressure unit, a temperature sensor unit, a valve opening control signal detection unit, a valve opening feedback unit, a valve load unit, a communication unit, a main control unit, and a human-machine interface unit. The output terminals of the power supply unit are respectively connected to the main control unit and the communication unit. The main control unit is respectively connected to the temperature setting unit, the bleed air pressure unit, the temperature sensor unit, the valve opening control signal detection unit, and the valve opening feedback unit. The output terminals of the temperature setting unit, the bleed air pressure unit, the temperature sensor unit, and the valve opening control signal detection unit are respectively connected to the input terminals of the cockpit temperature control box. The output terminal of the cockpit temperature control box is connected to the input terminal of the valve opening control signal detection unit. The cockpit temperature control box is also respectively connected to the valve load unit and the communication unit. The human-machine interface unit is respectively connected to the main control unit and the cockpit temperature control box.

[0006] Furthermore, the power supply unit includes a power switch, a first fuse, a second fuse, a first switching power supply, and a second switching power supply. The input terminal of the power switch is connected to an external power supply, and the output terminal of the power switch is connected to the input terminal of the first fuse. The output terminal of the first fuse is connected to the input terminals of both the first and second switching power supplies. The output terminal of the first switching power supply is connected to the input terminal of the second fuse. The output terminal of the second switching power supply is connected to the input terminals of both the main control unit and the communication unit.

[0007] Furthermore, the temperature setting unit includes a first DAC chip and a first operational amplifier. The first DAC chip is connected to the main control unit, the output terminal of the first DAC chip is connected to the input terminal of the first operational amplifier, and the output terminal of the first operational amplifier is connected to the input terminal of the cabin temperature control box.

[0008] Furthermore, the bleed air pressure unit includes a second DAC chip, which is connected to the main control unit, and the output of the second DAC chip is connected to the input of the cabin temperature control box.

[0009] Furthermore, the temperature sensor unit includes a third DAC chip and a second operational amplifier. The third DAC chip is connected to the main control unit, and the output terminal of the third DAC chip is connected to the input terminal of the second operational amplifier. The output terminal of the second operational amplifier is connected to the input terminal of the cabin temperature control box.

[0010] Furthermore, the valve opening control signal detection unit includes a first optocoupler, which is connected to the main control unit, and the input end of the first optocoupler is connected to the output end of the cabin temperature control box.

[0011] Furthermore, the valve opening feedback unit includes a second optocoupler, which is connected to the main control unit, and the output of the second optocoupler is connected to the input of the cabin temperature control box.

[0012] Furthermore, the valve load unit includes a valve drive load ammeter, which is connected to the cabin temperature control box.

[0013] Preferably, the communication unit includes a communication board, the input terminal of which is connected to the output terminal of the second switching power supply, the communication board is connected to the cabin temperature control box, and the communication board is provided with an interface, a bus interface receiver, a bidirectional voltage level converter and a bus transceiver, the interface being connected to the bus interface receiver, the bus interface receiver being connected to the bidirectional voltage level converter and the bidirectional voltage level converter being connected to the bus transceiver.

[0014] The beneficial effects of this utility model are:

[0015] 1) This utility model has ARINC 429 engineering quantity display function, automatic temperature adjustment test function, self-test function, and can form a complete closed-loop test system with the cabin temperature control box.

[0016] 2) This utility model adopts mature technology, with reliable performance and stable operation; the human-computer interaction interface is user-friendly, simple, and provides rich prompts; it adopts a lightweight and portable chassis design, which is convenient for use and transportation. Attached Figure Description

[0017] Figure 1 This is a schematic block diagram of an embodiment of the present utility model;

[0018] Figure 2 This is a circuit diagram of the temperature setting unit according to an embodiment of the present invention;

[0019] Figure 3 This is a circuit diagram of the temperature sensor unit according to an embodiment of the present invention;

[0020] Figure 4 This is a circuit diagram of the valve opening control signal detection unit according to an embodiment of the present invention;

[0021] Figure 5 This is a circuit diagram of the gate opening feedback unit according to an embodiment of the present utility model;

[0022] Figure 6 This is a circuit diagram of the communication unit in an embodiment of the present utility model;

[0023] Figure 7 This is a schematic diagram of the panel layout according to an embodiment of the present utility model. Detailed Implementation

[0024] The technical solution of this utility model will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0025] This utility model discloses a testing device for a cockpit temperature control box. By mimicking the operational functions of an aircraft's temperature setting unit, temperature sensor unit, bleed air pressure unit, and temperature regulating valve unit, this utility model establishes a complete closed-loop testing system with the cockpit temperature control box. By receiving and processing ARINC429 data emitted by the cockpit temperature control box, it enables users to monitor the engineering quantity information output by the cockpit temperature control box in real time. The principle block diagram of this utility model is shown below. Figure 1As shown, the system specifically includes a power supply unit, a temperature setting unit, a bleed air pressure unit, a temperature sensor unit, a valve opening control signal detection unit, a valve opening feedback unit, a valve load unit, a communication unit, a main control unit, and a human-machine interface unit. The output of the power supply unit is connected to the main control unit and the communication unit. The main control unit is connected to the temperature setting unit, the bleed air pressure unit, the temperature sensor unit, the valve opening control signal detection unit, and the valve opening feedback unit. The outputs of the temperature setting unit, the bleed air pressure unit, the temperature sensor unit, and the valve opening control signal detection unit are connected to the inputs of the cabin temperature control box. The output of the cabin temperature control box is connected to the input of the valve opening control signal detection unit. The cabin temperature control box is also connected to the valve load unit and the communication unit. The human-machine interface unit is connected to the main control unit and the cabin temperature control box.

[0026] For example, the power supply unit includes a power switch, a first fuse (1A fuse), a second fuse (3A fuse), a first switching power supply (HY-100A switching power supply), and a second switching power supply (LRS-50-24 switching power supply). The input terminal of the power switch is connected to an external power supply, and the output terminal of the power switch is connected to the input terminal of the first fuse. The output terminal of the first fuse is connected to the input terminals of both the first and second switching power supplies. The output terminal of the first switching power supply is connected to the input terminal of the second fuse. The output terminal of the second switching power supply is connected to the input terminals of both the main control unit and the communication unit. Considering the specific operating environment, frequency, and safety factors, and combining the actual workplace conditions, and adhering to the principle of convenient operation and use, this utility model uses a 220VAC, 50Hz power supply with a working current of 1A and a rated power of 250W. When the 220VAC power supply is connected to this utility model, the power switch controls the on / off state, and then the power flows through the 1A fuse to the HY-100A and LRS-50-24 switching power supplies. The HY-100A switching power supply has an input voltage range of 176VAC to 264VAC, a frequency range of 47Hz to 63Hz, an output voltage adjustment range of 24VDC to 30VDC, and a rated output current of 3.7A. Its output voltage is connected to the power supply interface of the cabin temperature control box after passing through a 3A fuse. The LRS-50-24 switching power supply has an input voltage range of 176VAC to 264VAC, a frequency range of 47Hz to 63Hz, an output voltage adjustment range of 20VDC to 27VDC, and a rated output current of 2.2A. Its output directly powers the main control unit and the ARINC 429 communication board.

[0027] For example, the circuit diagram of the temperature setting unit is as follows: Figure 2As shown, the temperature setting unit includes a first DAC chip and a first operational amplifier. The first DAC chip is connected to the main control unit, and its output is connected to the input of the first operational amplifier. The output of the first operational amplifier is connected to the input of the cabin temperature control box. On an aircraft, the pilot adjusts the target temperature of the cockpit and cargo hold using cockpit and cargo hold temperature selection knobs, respectively. The temperature selection knob outputs a voltage to the cabin temperature control box via a potentiometer. In this embodiment, the first DAC chip is an AD5724R chip, and the first operational amplifier is an LM324 operational amplifier. This invention uses the AD5724R chip to output a voltage signal to the LM324 operational amplifier, and the output of the LM324 operational amplifier is directly connected to the cabin temperature control box, thereby realizing the temperature setting function for the cockpit and cargo hold. The AD5724R chip offers 12-bit resolution, supports high-precision analog communication output, and has a programmable voltage output range (0V~5V, 0V~10V, -5V~5V, -10V~10V). It integrates four independent DAC channels, supporting synchronous or independent control, and communicates with the microcontroller via an SPI serial interface. Its operating temperature range is -40℃ to 125℃. It features high precision, low noise, a wide programmable output range, high integration, and industrial-grade reliability, meeting various application requirements.

[0028] For example, the bleed air pressure unit includes a second DAC chip, which is connected to the main control unit. The output of the second DAC chip is connected to the input of the cabin temperature control box. In the aircraft's temperature control system, bleed air pressure sensors are installed in the cold / hot air intake ducts of the cockpit and cargo hold. The cabin temperature control box reads the pressure value of the intake duct by collecting the voltage signal output by the bleed air pressure sensor, thus determining the airflow velocity in the intake duct. In this embodiment, the second DAC chip is an AD5724R chip. This invention uses the output voltage signal of the AD5724R chip to simulate the output voltage of the bleed air pressure sensor, and its functional circuit is similar to the temperature setting circuit.

[0029] For example, the circuit diagram of the temperature sensor unit is as follows: Figure 3As shown, the temperature sensor unit includes a third DAC chip and a second operational amplifier. The third DAC chip is connected to the main control unit, and its output is connected to the input of the second operational amplifier. The output of the second operational amplifier is connected to the input of the cabin temperature control box. The cabin temperature control box obtains the temperature value of the air intake pipe by acquiring the voltage signal output by a preset model temperature sensor inside the air intake pipe. In this embodiment, the third DAC chip is an AD5761R chip, and the second operational amplifier is an OPA551 operational amplifier. This invention uses the AD5761R chip to output a voltage signal to the OPA551 operational amplifier, and the output of the OPA551 operational amplifier is directly connected to the cabin temperature control box, thereby realizing the output function of the preset model temperature sensor for the air intake pipe. The AD5761R chip provides 16-bit precision, supports high-precision analog communication output, and has a programmable voltage output range (0V~5V, 0V~10V, 0V~16V, 0V~20V). It establishes communication with the microcontroller through an SPI serial interface. Operating temperature (-40℃~125℃), it features high precision, low noise, wide output range, programmability, high integration, and industrial-grade reliability.

[0030] For example, the circuit diagram of the valve opening control signal detection unit is as follows: Figure 4 As shown, the valve opening control signal detection unit includes a first optocoupler, which is connected to the main control unit. The input of the first optocoupler is connected to the output of the cabin temperature control box. In this embodiment, the first optocoupler is a TLP521-4 optocoupler. The cabin temperature control box controls the opening of the temperature regulating valve by outputting a cold pipe increase signal and a hot pipe increase signal. The cold pipe or hot pipe increase signal is a square wave signal with a variable duty cycle. This invention uses a TLP521-4 optocoupler to isolate the valve opening control signal output from the cabin temperature control box from the main control board circuit, and then uses the microcontroller's timer input capture function to detect the duty cycle.

[0031] For example, the circuit diagram of the valve opening feedback unit is as follows: Figure 5As shown, the valve opening feedback unit includes a second optocoupler, which is connected to the main control unit. The output of the second optocoupler is connected to the input of the cockpit temperature control box. In this embodiment, the second optocoupler is a TLP521-4 optocoupler. The operation of the temperature control valve is controlled by the increased signal from the cold or hot pipe of the cockpit temperature control box. When the temperature control valve operates to the extreme position where the hot pipe is fully open and the cold pipe is fully closed, the temperature control valve will output a cold fully closed signal to the cockpit temperature control box. When the temperature control valve operates to the extreme position where the cold pipe is fully open and the hot pipe is fully closed, the temperature control valve will output a hot fully closed signal to the cockpit temperature control box. In this invention, the TLP521-4 optocoupler is driven by the four I / O ports of the microcontroller, thereby controlling the output states of the cockpit cold fully closed, cockpit hot fully closed, cargo hold cold fully closed, and cargo hold hot fully closed.

[0032] For example, the valve load unit includes a valve drive load ammeter, which is connected to the cabin temperature control box. During the operation of the temperature-regulating valve, the cabin temperature control box converts electrical energy into mechanical energy, resulting in increased power consumption. The cockpit valve load and cargo hold valve load are installed inside the cabin temperature control box. The valve drive load ammeter facilitates the detection of whether the load-bearing capacity of the temperature-regulating valve in the cabin temperature control box is normal.

[0033] For example, the circuit diagram of the communication unit is as follows: Figure 6As shown, the communication unit includes a communication board. The input terminal of the communication board is connected to the output terminal of the second switching power supply. The communication board is connected to the cabin temperature control box. The communication board is equipped with an interface, a bus interface receiver, a bidirectional voltage level converter, and a bus transceiver. The interface is connected to the bus interface receiver, the bus interface receiver is connected to the bidirectional voltage level converter, and the bidirectional voltage level converter is connected to the bus transceiver. The cabin temperature control box, through its internal data processing unit, transmits the collected sensor data and self-test data to the aircraft's indication and alarm system via the ARINC 429 bus. In this embodiment, the communication board uses an ARINC 429 communication board. Through the ARINC 429 communication board, the engineering parameters output by the cabin temperature control box can be monitored, achieving a quantitative detection effect. On the ARINC 429 communication board, the bus interface receiver uses the HI8588 chip, the bidirectional voltage level converter uses the TXB0108PWR chip, and the bus transceiver uses the HI8571 chip. The HI8588 chip converts the received ARINC429 signal into a standard TTL level signal and outputs it to port B of the TXB0108PWR chip. The TXB0108PWR chip is an 8-bit bidirectional voltage level converter, whose main function is to achieve seamless switching of bidirectional data signals through automatic direction detection and wide voltage range support, suitable for interconnection scenarios of mixed voltage systems. Here, its function is to convert the TTL signal (5V) output by the HI8588 into a 3.3V level signal before connecting it to the FPGA for processing. It also has ESD protection to meet industrial-grade anti-interference requirements. The HI8571 chip converts the TTL signal to be output into a standard ARINC 429 signal for transmission. Only the ARINC 429 receiving function is used here.

[0034] Exemplarily, this utility model contains two circuit boards: the main control board of the main control unit and the multi-functional communication board of the communication unit. The multi-functional communication board receives ARINC 429 data from the cockpit temperature control box and sends the data to the main control board via a serial bus. The main control board's program function is to call upon corresponding hardware resources to complete the test based on the user's input commands in the human-machine interface unit. This utility model has the following functions: Temperature setting: When the user inputs the desired cockpit or cargo compartment temperature in the human-machine interface unit, the unit sends a command to the main control board via an RS232 communication line. The main control board's microcontroller receives the user command and checks its validity. If valid, it sends a command to the AD5724R chip via an SPI communication line to set its output voltage value; otherwise, execution is skipped. Bleed air pressure setting: When the user inputs the desired bleed air pressure value (1-4 shots) in the human-machine interface unit, the main control board's microcontroller checks its validity. If valid, it calls the SPI communication line to send a command to the AD5724R chip to set its output voltage value; otherwise, execution is skipped. Temperature sensor simulation: After the user inputs the desired temperature sensor value through the human-machine interface, the main control board microcontroller checks the validity of the user's command. If valid, it uses the SPI communication line to send the command to the AD5761R chip to set its output voltage value; otherwise, execution is skipped. Automatic temperature adjustment test: When the user activates the automatic temperature adjustment test function through the human-machine interface, the main control board microcontroller checks the validity of the command. If valid, it periodically checks the duty cycle of the temperature control valve control signal output from the cockpit temperature control box in the main program, and determines the temperature change trend in the cockpit and cargo hold accordingly. Then, based on the algorithm, it automatically adjusts the voltage values ​​of the temperature sensors in the cockpit and cargo hold, feeding back to the cockpit temperature control box. If the temperature adjustment function of the cockpit temperature control box is normal, the error between the temperature sensor temperature and the set temperature under stable conditions should not exceed 2℃. The ARINC 429 communication board receives ARINC 429 data from the cabin temperature control box and sends it to the main control board via a serial bus. The main control board's microcontroller receives the data, converts it into corresponding engineering parameters, and sends them to the human-machine interface (HMI) for display. A self-test function is also included. When the user enables the self-test function on the HMI, the main control board's microcontroller checks the validity of the user's command. If valid, it controls the cabin temperature control box to enter self-test mode and activates the automatic temperature adjustment function in the main program. After the self-test is complete, the user can obtain the results on the HMI.

[0035] For example, the panel layout diagram of this utility model is as follows: Figure 7As shown, to facilitate operation, use, and maintenance of the equipment, the chassis of this utility model adopts a standard 4U chassis design, with a gray outer shell, external dimensions ≤450mm×178mm×300mm, and an overall weight ≤10kg. It features lightweight, portability, shock resistance, and moisture resistance. The panel of this utility model is made of LY-2 aluminum alloy, and the surface is treated with powder coating followed by silkscreen printing. This avoids the problem of lettering fading or becoming illegible after long-term use. The panel of this utility model is custom-designed and laid out according to ergonomics and functionality. From top to bottom on the left side of the panel are: valve action indicator area, temperature control mode control area, power switch, switch input signal control area, load current detection area, bleed air pressure detection area, data display control area, temperature setting area, and temperature sensor test area. The panel design facilitates operation and observation, making it convenient to use.

[0036] Exemplarily, this utility model includes a power supply circuit, a human-machine interface unit, a temperature setting unit, a temperature sensor unit, a bleed air pressure unit, a valve opening feedback unit, a valve opening control signal detection unit, a valve load unit, and an ARINC 429 communication unit. It can perform automatic temperature control, ARINC 429 communication, and self-testing functions of the cabin temperature control box; it has cockpit and cargo hold temperature setting functions; it has temperature sensor simulation feedback functions; it has bleed air pressure simulation feedback functions; it has temperature regulating valve status feedback functions; it has ARINC 429 data receiving and processing functions; it has ARINC 429 engineering quantity display functions; it has automatic temperature adjustment testing functions; it has self-testing functions; it can form a complete closed-loop testing system with the cabin temperature control box; it adopts mature technology, ensuring reliable performance and stable operation; the human-machine interface is user-friendly, simple, and provides rich prompts; it adopts a lightweight, portable chassis design for easy use and transportation.

[0037] The above description is merely a preferred embodiment of this utility model. It should be understood that this utility model is not limited to the forms disclosed herein and should not be construed as excluding other embodiments. It can be used in various other combinations, modifications, and environments, and can be altered within the scope of the concept described herein through the above teachings or related technologies or knowledge. Modifications and variations made by those skilled in the art that do not depart from the spirit and scope of this utility model should be protected within the scope of the appended claims.

Claims

1. A testing device for a cabin temperature control box, characterized in that: The system includes a power supply unit, a temperature setting unit, a bleed air pressure unit, a temperature sensor unit, a valve opening control signal detection unit, a valve opening feedback unit, a valve load unit, a communication unit, a main control unit, and a human-machine interface unit. The output of the power supply unit is connected to the main control unit and the communication unit. The main control unit is connected to the temperature setting unit, the bleed air pressure unit, the temperature sensor unit, the valve opening control signal detection unit, and the valve opening feedback unit. The outputs of the temperature setting unit, the bleed air pressure unit, the temperature sensor unit, and the valve opening control signal detection unit are connected to the inputs of the cabin temperature control box. The output of the cabin temperature control box is connected to the input of the valve opening control signal detection unit. The cabin temperature control box is also connected to the valve load unit and the communication unit. The human-machine interface unit is connected to the main control unit and the cabin temperature control box.

2. The testing device for a cabin temperature control box according to claim 1, characterized in that: The power supply unit includes a power switch, a first fuse, a second fuse, a first switching power supply, and a second switching power supply. The input terminal of the power switch is connected to an external power supply, and the output terminal of the power switch is connected to the input terminal of the first fuse. The output terminal of the first fuse is connected to the input terminals of both the first and second switching power supplies. The output terminal of the first switching power supply is connected to the input terminal of the second fuse. The output terminal of the second switching power supply is connected to the input terminals of both the main control unit and the communication unit.

3. The testing device for a cabin temperature control box according to claim 1, characterized in that: The temperature setting unit includes a first DAC chip and a first operational amplifier. The first DAC chip is connected to the main control unit, the output terminal of the first DAC chip is connected to the input terminal of the first operational amplifier, and the output terminal of the first operational amplifier is connected to the input terminal of the cabin temperature control box.

4. The testing device for a cabin temperature control box according to claim 1, characterized in that: The bleed air pressure unit includes a second DAC chip, which is connected to the main control unit, and the output of the second DAC chip is connected to the input of the cabin temperature control box.

5. The testing device for a cabin temperature control box according to claim 1, characterized in that: The temperature sensor unit includes a third DAC chip and a second operational amplifier. The third DAC chip is connected to the main control unit, and the output terminal of the third DAC chip is connected to the input terminal of the second operational amplifier. The output terminal of the second operational amplifier is connected to the input terminal of the cabin temperature control box.

6. The testing device for a cabin temperature control box according to claim 1, characterized in that: The valve opening control signal detection unit includes a first optocoupler, which is connected to the main control unit, and the input end of the first optocoupler is connected to the output end of the cabin temperature control box.

7. The testing device for a cabin temperature control box according to claim 1, characterized in that: The valve opening feedback unit includes a second optocoupler, which is connected to the main control unit, and the output of the second optocoupler is connected to the input of the cabin temperature control box.

8. The testing device for a cabin temperature control box according to claim 1, characterized in that: The valve load unit includes a valve drive load ammeter, which is connected to the cabin temperature control box.

9. A testing device for a cabin temperature control box according to claim 2, characterized in that: The communication unit includes a communication board. The input terminal of the communication board is connected to the output terminal of the second switching power supply. The communication board is connected to the cabin temperature control box. The communication board is provided with an interface, a bus interface receiver, a bidirectional voltage level converter, and a bus transceiver. The interface is connected to the bus interface receiver, the bus interface receiver is connected to the bidirectional voltage level converter, and the bidirectional voltage level converter is connected to the bus transceiver.

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