SAE AIR 1828B-2005 Guide to Engine Lubrication System Monitoring《发动机润滑系统监控指南》.pdf

1、 AEROSPACE INFORMATION REPORT (R) Guide to Engine Lubrication System Monitoring SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suita

2、bility for any particular use, including any patent infringement arising therefrom, is the sole responsibility of the user.” SAE reviews each technical report at least every five years at which time it may be reaffirmed, revised, or cancelled. SAE invites your written comments and suggestions. Copyr

3、ight 2005 SAE International All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. TO PLACE A DOCUMENT OR

4、DER: Tel: 877-606-7323 (inside USA and Canada) Tel: 724-776-4970 (outside USA) Fax: 724-776-0790 Email: custsvcsae.org SAE WEB ADDRESS: http:/www.sae.org Issued 1984-03 Revised 2005-06 Superseding AIR1828A AIR1828 REV. B FOREWORD Lubrication system monitoring for gas turbine engines can be classifie

5、d into three types of activities: a. Oil system performance monitoring (monitoring the oil systems performance) b. Oil debris monitoring (monitoring the condition of oil-wetted engine components via the oil system) c. Oil condition monitoring (monitoring the condition of the oil itself) Figure 1 sho

6、ws schematically the techniques and hardware used for these three types of activities. Further classifications are useful with respect to whether these techniques involve on-aircraft equipment or whether they are based primarily on off-aircraft equipment or facilities. Figure 1 indicates this classi

7、fication. Lubrication system monitoring is a part of overall engine monitoring system (EMS), as discussed in ARP1587. Frequently, lubrication system monitoring data are complementary to information obtained from other components of the engine monitoring system, e.g., vibration monitoring. For on-air

8、craft debris monitoring methods, proper integration of the sensor(s) into the oil system is essential and can determine their success or failure. Further, both on-aircraft and off-aircraft debris monitoring methods are affected by the degree of oil filtration. This document, therefore, addresses bot

9、h sensor integration where applicable and interaction of debris monitoring and oil filtration. Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE AIR1828 Revision B - 2 - FIGURE 1 - Oil System Monit

10、oring in Aircraft Gas Turbine Engines Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE AIR1828 Revision B - 3 - Oil system operation monitoring by means of pressure, temperature, and oil quantity

11、constitutes the earliest form of oil system monitoring in aircraft engines. Later, filter bypass indicators were added to alert maintenance crews to clogged filters. Wear debris monitoring goes back to the periodic checking of filters, pump inlet screens, and magnetic drain plugs in reciprocating en

12、gines. By the early 1950s some airlines had developed successful systems for monitoring piston, piston ring, and main journal bearing condition on radial aircraft engines using such methods. The introduction of gas turbine engines with their high speed ball and roller bearings brought new failure mo

13、des with high secondary damage potential. The airlines successfully applied the earlier techniques to these engines. They developed a method consisting of regular removal of the screen-type oil filters, back flushing them and analyzing their content visually in terms of quantity, size, shape, color,

14、 and material (see Reference 2.1.1). Experience obtained from previous cases was used to estimate the likelihood and severity of failures and to aid in the decision to remove the engine. Even today, regular filter inspection is used in some applications and is a valuable source of additional informa

15、tion when other methods provide ambiguous indications of incipient failures. The second generation of gas turbine engines was already equipped with magnetic chip collectors with automatic shutoff valves to retain the oil and simplify routine inspection. Effective oil debris monitoring methods have s

16、ince been built around this principle. In the early 1960s, electric chip detectors began to replace the magnetic chip collectors in U.S. military engines. In Europe, however, magnetic chip collectors are still in wide use today in military, as well as commercial aircraft. Filter checks, magnetic chi

17、p collectors, and electric chip detectors are effective in detecting debris larger than about 50 m. For the quantitative assessment of finer debris (smaller than 10 m), spectrometric oil analysis (SOA) was applied to aircraft gas turbine engines in the early 1960s. The origins of this technique go b

18、ack to condition monitoring efforts on railroad diesel engines in the 1940s. Today, it is in wide use by most military services and many airlines throughout the world. The growing emphasis on reduced cost of ownership, increased dispatch reliability, condition-based maintenance, and automated engine

19、 monitoring has stimulated the development of new oil debris monitoring and assessment technologies. These include a new generation of electronic on-aircraft debris monitors that are already in service or are being developed. Furthermore, technologies that previously were available only in the labor

20、atory are being investigated for possible development into on-aircraft debris monitors (e.g., optical and X-ray fluorescence technologies) or at least routine oil quality or debris assessment off-aircraft. At the same time, improved oil filtration with its well-established benefit of longer componen

21、t life has reduced the effectiveness of some widely used off-aircraft debris monitoring techniques and has stimulated the development of more sensitive instruments and methods for wear debris analysis and characterization. Copyright SAE International Provided by IHS under license with SAENot for Res

22、aleNo reproduction or networking permitted without license from IHS-,-,-SAE AIR1828 Revision B - 4 - Besides the hardware to detect the presence of debris in the oil system and the means to verify and diagnose the developing failure, the debris monitoring system also needs to include effective crite

23、ria for the initiation of appropriate maintenance actions. These criteria are as important as the hardware in ensuring that secondary damage is kept to a minimum, in-flight shutdowns and engine removals away from base are avoided and serviceable engines are not grounded prematurely. While some oil-w

24、etted component failure modes are common to all engines (e.g., bearing rolling contact fatigue), others are specific to certain engine models, usually because of the design and loading of their bearings, gears, or splines. It is often impossible during engine development to anticipate all failure mo

25、des that may occur. As a result, failure modes, detection algorithms, and removal criteria are often established with the aid of the oil debris monitoring system itself. Ideally, this should occur during engine development, but frequently requires in-service experience because of the rarity of oil-w

26、etted component failures. Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE AIR1828 Revision B - 5 - TABLE OF CONTENTS 1. SCOPE 7 2. REFERENCES.7 2.1 Applicable Documents .7 2.2 Related Publication

27、s 8 2.3 Glossary of Acronyms 9 3. BENEFITS .10 3.1 Reliability10 3.2 Reduced Cost of Ownership 10 3.3 Product Assurance and Verification.11 3.4 Safety.12 4. OIL SYSTEM PERFORMANCE MONITORING 12 4.1 Oil Pressure .12 4.2 Oil Temperature .13 4.3 Oil Quantity and Consumption .13 4.4 Filter Bypass Indica

28、tor14 4.5 Filter Pressure Drop Monitoring .14 5. OIL DEBRIS MONITORING.15 5.1 General Considerations .15 5.2 Wear Modes, Failure Modes and Debris Particles.16 5.3 Filtration Considerations for Oil Debris Monitoring.23 5.4 On-Aircraft Debris Monitoring.23 5.4.1 Magnetic Chip Collector.27 5.4.2 Electr

29、ic Chip Detector 29 5.4.3 Pulsed Electric Chip Detector 32 5.4.4 Screen-Type Full-Flow Debris Monitor.32 5.4.5 Centrifugal Debris Separator33 5.4.6 Electronic Debris Sensors34 5.4.7 System Performance Verification.38 5.5 Off-Aircraft Debris Monitoring.39 5.5.1 Spectrometric Oil Analysis (SOA) 40 5.5

30、.2 Quantification and Analysis of Debris from Magnetic Chip Collectors .45 5.5.3 Filter Debris Analysis .46 5.5.4 Ferrography47 5.5.5 Radioactive Tagging 48 5.5.6 X-Ray Spectrophotometer (X-Ray Fluorescence)49 5.5.7 Scanning Electron Microscope (SEM/EDX) .49 5.5.8 Laser Particle Shape Classification

31、49 Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE AIR1828 Revision B - 6 - 6. OIL CONDITION MONITORING50 6.1 Complete Oil Breakdown Analyzer 51 6.2 Total Acid Number (TAN) Kit51 6.3 Remaining-Us

32、eful-Life Detection .51 6.4 Fourier-Transform Infrared Spectrometer (FT-IR)51 7. GENERAL REQUIREMENTS 52 7.1 Common.52 7.2 On Aircraft52 7.3 Off Aircraft53 FIGURE 1 Oil System Monitoring in Aircraft Gas Turbine Engines .2 FIGURE 2 Life Cycle Cost (LCC) for Oil Monitoring Systems11 FIGURE 3 Thermal R

33、esistance Sensor .13 FIGURE 4 Oil Quantity Sensor 14 FIGURE 5 Oil Debris Classification Chart18 FIGURE 5A Oil Debris Photographs Type A-D 19 FIGURE 5B Oil Debris Photographs Type E-L.20 FIGURE 5C Engine Oil Contamination Troubleshooting Chart 21 FIGURE 6 Factors Influencing Debris Detection .24 FIGU

34、RE 7 Capture Efficiencies for Debris Particles26 FIGURE 8 Magnetic Chip Collector with Self-Closing Valve .28 FIGURE 9 Electric Chip Detector.30 FIGURE 10 Maintenance Manual Excerpt for Chip Detector Debris Interpretation .31 FIGURE 11 Screen-Type Full-Flow Debris Monitor.33 FIGURE 12 Centrifugal De

35、bris Separator with Oil System Deaeration Capability.34 FIGURE 13 Quantitative Debris Monitor36 FIGURE 14 Flow-Through Inductive Debris Monitor .36 FIGURE 15 Airline SOA Sampling Method42 FIGURE 16 Oil Sampling Valve .42 FIGURE 17 U.S. Military SOA Sampling Method.43 Copyright SAE International Prov

36、ided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE AIR1828 Revision B - 7 - 1. SCOPE: The purpose of this SAE Aerospace Information Report (AIR) is to provide information and guidance for the selection and use of lubrication syste

37、m monitoring methods. This AIR is intended to be used as a technical guide. It is not intended to be used as a legal document or standard. The scope of this document is limited to those inspection and analysis methods and devices that can be considered appropriate for routine maintenance. 2. REFEREN

38、CES: 2.1 Applicable Documents: 2.1.1 R. C. Hunter: Engine Failure Prediction Techniques, Aircraft Engineering, March 1975 2.1.2 P. Cooper: Wear Debris Monitoring of Rolling Bearings, The British Journal of Non-Destructive Testing, Volume 25, Number 2, March 1983 2.1.3 T. Tauber: Full-Flow Oil Debris

39、 Monitoring In Gas Turbine Engines, ASME Paper No. 81-GT-60, March 1981 2.1.4 T. Tauber, S. DAmbrosia, F. Rudbarg: A Lube System Diagnostic Monitor With Deaeration Capability, ASME Paper No. 82-GT-79, April 1982 2.1.5 Proceedings of the 2000 Joint Oil Analysis Program Conference, Mobile, AL, April 2

40、000, JOAP-TSC, Pensacola, FL 2.1.6 D. Lotan: Spectrometric Oil Analysis - Use and Interpretation of Data, SAE Publication 720303, 1972 2.1.7 Oil System Debris Assessment. Rolls Royce Publication TSD 7001, Derby, U.K 2.1.8 J. A. Alcorta, L. L. Packer, J. H. Mohn: Bearing Wear Detection Using Radioact

41、ive Iron - 55 Tagging, ASLE Preprint 81-AM-GA-3; Presented at the 36th Annual ASLE Meeting, Pittsburgh, PA, May 1981 2.1.9 H. A. Smith: Complete Oil Breakdown Rate Analyzer (COBRA) For Identifying Abnormal Operating Turbine Engines; International Oil Analysis Workshop, Pensacola, FL, May 1983 2.1.10

42、 S. H. Loewenthal, D. W. Moyer: Filtration Effects on Ball Bearing Life and Condition in a Contaminated Lubricant, ASME Paper No. 78-Lub-34, June 1978 Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-

43、SAE AIR1828 Revision B - 8 - 2.1.11 S. H. Loewenthal, D. W. Moyer, W. M. Needelman: Effects of Ultra-Clean and Centrifugal Filtration on Rolling-Element Bearing Life, ASME Paper No. 81-Lub-35, March 1981 2.1.12 T. P. Sperring, J. Tucker, J. Reintjes, A. Schultz, C. Lu and B. J. Roylance,“ Wear Parti

44、cle Imaging and Analysis a contribution towards monitoring the health of military ships and aircraft,” International Conference on Condition Monitoring, pp. 539-546, University of Wales, Swansea, UK, April 1999 2.1.13 B. J. Roylance and S. Raadnui, “The morphological attributes of wear particles - t

45、heir role in identifying wear mechanisms,” Wear 175, 115 (1994) 2.1.14 J. E. Tucker, A. Schultz, C. Lu, T. Sebok, C. Holloway, L. L. Tankersley , T. McClelland, P. L. Howard and J. Reintjes,“LaserNet Fines Optical Wear Debris Monitor,” International Conference on Condition Monitoring, pp. 445-452, U

46、niversity of Wales, Swansea, UK, April 1999 2.1.15 AIR5433, Lubricating Characteristics and Typical Properties of Lubricants Used in Aviation Propulsion and Drive Systems, SAE, May 2001 2.2 Related Publications: 2.2.1 ARP1587, Aircraft Gas Turbine Engine Monitoring System Guide, SAE, April 1981 2.2.

47、2 National Bureau of Standards Publication NBSIR 73-252 (Proceedings of the 18th Meeting of the Mechanical Failures Prevention Group, Gaithersburg, Maryland, 1972) 2.2.3 National Bureau of Standards Special Publication 436 (Proceedings of the 22nd Meeting of the Mechanical Failures Prevention Group,

48、 Anaheim, California, 1975) 2.2.4 National Bureau of Standards Special Publication 494 (Proceedings of the 26th Meeting of the Mechanical Failures Prevention Group, Chicago, Illinois, 1977) 2.2.5 National Bureau of Standards Special Publication 547 (Proceedings of the 28th Meeting of the Mechanical

49、Failures Prevention Group, San Antonio, Texas, 1978) 2.2.6 National Bureau of Standards Special Publication 622 (Proceedings of the 32nd Meeting of the Mechanical Failures Prevention Group, Santa Monica, California, 1980) 2.2.7 Sawyers Turbomachinery Maintenance Handbook, Volume III: Support Services John Wiley & Sons, New York 2.2.10 Ferrography. Proceedings - Symposium Organized by the Condition Monitoring R&D Group