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4、0 (outside USA) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.org SAE values your input. To provide feedback on this Technical Report, please visit http:/www.sae.org/technical/standards/ARP1587B AEROSPACE RECOMMENDED PRACTICEARP1587 REV. B Issued 1981-04 Revised 2007
5、-05 Reaffirmed 2013-09 Superseding ARP1587A Aircraft Gas Turbine Engine Health Management System Guide RATIONALE ARP1587B has been reaffirmed to comply with the SAE five-year review policy. TABLE OF CONTENTS 1. SCOPE 3 1.1 Purpose. 3 2. REFERENCES 3 2.1 Applicable Documents 3 2.1.1 SAE Publications.
6、 3 2.2 Related Publications . 4 2.3 Terminology and Definitions . 5 3. DESCRIPTION 7 3.1 Degradation, Faults and Failures 7 3.2 Life. 8 3.3 Reliability and Dispatch/Mission Reliability. 8 3.4 The Elements of an EHM System. 8 3.4.1 Symptomatics 8 3.4.2 Diagnostics 9 3.4.3 Prognostics . 9 3.4.4 Prescr
7、iptive Action 10 3.5 The Information Process. 10 4. NEEDS AND BENEFITS 12 4.1 Needs to be met by EHM systems 12 4.2 Benefits to be derived from EHM systems 13 5. CAPABILITIES 18 5.1 Data Gathering 18 5.1.1 EHM System Inputs 18 5.2 Data Capture and Extraction. 19 5.3 Data Processing and Analysis 20 5
8、.4 Decision Support. 22 6. EXAMPLES. 23 6.1 Military Fixed Wing 23 6.1.1 Sensors . 23 6.1.2 Model-based PHM systems 23 6.1.3 Advanced Logistics . 24 6.2 Rotorcraft 25 6.2.1 Rotorcraft Health Monitoring within HUMS. 25 6.2.2 Emergence of Model-based Engine Diagnostics and Prognostics. 26 6.3 Commerci
9、al Airline 27 7. CONCLUSION 29 8. NOTES 29 FIGURE 1 THE ELEMENTS OF EHM . 8 FIGURE 2 PROGNOSTIC HORIZONS 10 FIGURE 3 EHM FUNCTIONS, LOCATIONS AND DEGREE OF AUTOMATION. 11 FIGURE 4 TYPICAL HIGH-LEVEL EHM ARCHITECTURE 12 FIGURE 5 AIR VEHICLE GOALS 13 FIGURE 6 AIRWORTHINESS/SAFETY. 14 FIGURE 7 MISSION
10、SUCCESS. 15 FIGURE 8 AVAILABILITY/MISSION READINESS 16 FIGURE 9 LOW SUPPORT COST 17 FIGURE 10 ENGINE HEALTH MANAGEMENT TARGETS 18 FIGURE 11 PHM (F-35) ARCHITECTURE AND ENABLING TECHNOLOGIES 24 FIGURE 12 ROTORCRAFT HEALTH MANAGEMENT CAPABILITIES . 26 FIGURE 13 GENERAL STRUCTURE OF EHM INFORMATION INT
11、ERFACES FOR A COMMERCIAL APPLICATION. 28 SAE INTERNATIONAL ARP1587B Page 2 of 29_ 1. SCOPE This SAE Aerospace Recommended Practice (ARP) examines the whole construct of an Engine Health Management (EHM) system. This keystone document gives a top-level view and addresses EHM description, benefits, an
12、d capabilities, and provides examples. This ARP purposely addresses a wide range of EHM architectures to demonstrate possible EHM design options. This ARP is not intended as a legal document and does not provide detailed implementation steps, but does address general implementation concerns and pote
13、ntial benefits. Other SAE documents (Aerospace Standards, Aerospace Recommended Practices, and Aerospace Information Reports) address specific component specifications, procedures and “lessons learned“. 1.1 Purpose The purpose of this ARP is to provide an Aircraft Gas Turbine Engine Health Managemen
14、t System Guide for commercial and government operators, aircraft manufacturers, engine producers and equipment suppliers. This guide is provided for program managers to obtain a sufficiently detailed understanding of EHM systems to make funding decisions. Similarly, it can be used by design personne
15、l to obtain a systems perspective as well as references to guides on detail design of all aspects of an EHM system. 2. REFERENCES 2.1 Applicable Documents The following publications form a part of this document to the extent specified herein. The latest issue of SAE publications shall apply. The app
16、licable issue of other publications shall be the issue in effect on the date of the purchase order. In the event of conflict between the text of this document and references cited herein, the text of this document takes precedence. Nothing in this document, however, supersedes applicable laws and re
17、gulations unless a specific exemption has been obtained. 2.1.1 SAE Publications Available from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or 724-776-4970 (outside USA), www.sae.org. The following SAE documents provide more detail o
18、n the various aspects of EHM systems: General: AIR1871B Lessons Learned from Developmental the most severe degree of malfunction or degradation. FMECA: FAILURE MODES, EFFECTS AND CRITICALITY ANALYSIS: A clinical, logical study of the ways in which a system, piece of equipment, component or subassemb
19、ly can fail, the follow on effects of that failure on the surrounding system(s) and the impact of the failure on the system as a whole. FAULT: A condition whereby a system, piece of equipment, component or subassembly is not able to perform as per specification. A fault may be indicative of an impen
20、ding failure (see failure above). SAE INTERNATIONAL ARP1587B Page 5 of 29_ HCF: HIGH CYCLE FATIGUE: Component material life usage incurred by experiencing a large number (105) of oscillatory cycles but of relatively low amplitude (e.g., vibration, resonance, etc.). HUMS: HEALTH AND USAGE MONITORING
21、SYSTEM: A data acquisition, analysis, and information processing system that uses the aircraft parametric and utilization data to determine the integrity of components and subsystems. IEEE: INSTITUTE OF ELECTRICAL AND ELECTRONICS ENGINEERS: An electronics industry standards organization. IFSD: IN FL
22、IGHT SHUT DOWN: An event in which an engine is shut down in flight because of a fault, malfunction or severe degradation. IP: INTERNET PROTOCOL: A means to establish a data link in real-time. IVHM: INTEGRATED VEHICLE HEALTH MANAGEMENT: The general discipline or techniques for detection, accommodatio
23、n, diagnosis and prognosis of degradation or failure of any systems, piece of equipment, component or subassembly and offering a maintenance action or decision support to address the degradation integrated for an entire air vehicle. LIFE: A defined period of time during which a system, piece of equi
24、pment, component or subassembly is expected to operate safely and/or within specification. The term can be used to define an inspection or overhaul limit or a finite life limit (at which point the item is discarded). LCF: LOW CYCLE FATIGUE: Component material life usage incurred by cyclic stress exc
25、ursions (105cycles) and usually of high amplitude (e.g., rotational speed changes within the range zero to max rpm) LRU: LINE REPLACEABLE UNIT: A piece of equipment or assembly that may be replaced at the first (flight line) level of maintenance. MSG: MAINTENANCE STEERING GROUP: An ATA (Air Transpor
26、tation Association) sponsored study group which publishes recommended methodologies and analytical procedures for developing a maintenance plan for aircraft, engines and systems. NRIFSD: NON-RECOVERABLE IN FLIGHT SHUT DOWN: An in-flight shut-down that is non-recoverable, that is, the engine cannot b
27、e restarted after it shuts down. ON CONDITION (see Primary Maintenance Processes). PRIMARY FAILURE: A failure that is not a result of another failure and is generally the failure that triggers other failures or damage (see FMECA), also known as incipient or root cause failure. PRIMARY MAINTENANCE PR
28、OCESSES: Three primary maintenance processes are defined and published by the Maintenance Steering Group (e.g., MSG-3) for classifying the way in which a particular aircraft element is maintained. These primary maintenance processes are: a. Overhaul Time Limit or Part Life Limit (Hard Time): This is
29、 a preventive primary maintenance process. It requires that a part be periodically overhauled in accordance with the operators maintenance manual or that it be removed from service. b. OCM: ON Condition Maintenance: This is a preventive primary maintenance process requiring that a part be periodical
30、ly inspected or checked against some appropriate physical limit to determine whether it can continue in service. The purpose of the limit is to remove the unit from service before failure occurs. These limits can be adjusted based on operating experience or tests as appropriate. c. CM: Condition Mon
31、itoring: This is a maintenance process for items that have neither “Hard Time“ nor “On Condition“ maintenance as their primary maintenance process. CM is accomplished by having appropriate means of data collection and analysis by which an operator obtains information from the whole population of a s
32、ystem or item in service and uses this information to allocate resources. SAE INTERNATIONAL ARP1587B Page 6 of 29_ PROGNOSIS: The forecast of future functional status and condition of a system, piece of equipment, component or subassembly based on current and accumulated inputs. The forecast can be
33、expressed as remaining useful life (RUL), or time to reach a specific degradation level, or time to reach a point at which the risk of component failure is unacceptable. RCM: RELIABILITY CENTERED MAINTENANCE: A disciplined, structured process to identify cost effective and technically sound engine m
34、aintenance policies. With consideration to overall system reliability, RCM not only addresses components requiring specific maintenance but also those surrounding components that are worth inspecting/replacing/maintaining based on component reliability and criticality. As an example, during maintena
35、nce, a non-failed component is exposed and it may be more cost effective to replace the component than to risk the component failing or requiring maintenance within a pre-defined period of operation. The policies adopted involve maintenance at the flight line, intermediate maintenance and depot/over
36、haul as well as supply, training, engineering operator procedures and technical data. RELIABILITY (+ MISSION/DISPATCH RELIABILITY): A measure of the likelihood that a system, piece of equipment, component or subassembly will perform its required functions for a specified duration or usage. Reliabili
37、ty is often expressed as a probability of achieving the expected performance or “Mean Time Between Failures (MTBF)”. SECONDARY DAMAGE: Additional damage resulting from a primary failure (see primary failure). SITA: SOCIETE INTERNATIONALE DE TELECOMMUNICATIONS AERONAUTIQUES: An avionics services prov
38、ider. SYMPTOM: A measurable difference from nominal in some sensed output of a system, also referred to as an anomaly, i.e., not normal. SYMPTOMATICS: The analysis of data from sensors, and/or periodic inspections, to determine an items state of degradation, progression along a path towards failure,
39、 or the sensing of a symptom of abnormal condition. 3. DESCRIPTION As EHM evolves, definitions that were appropriate a few years ago are no longer satisfactory and must be updated so that they are again representative. At its heart, EHM concerns the pre-emption, postponement and accommodation of gas
40、 turbine engine degradation, faults and failures. Furthermore, it should be considered in a broad context, from the sensing of properties on the engine to determining the effectiveness of any actions taken. The guidelines of this document focus on an Engine Health Management system, that is, the sys
41、tem monitors are for engine gas-path and accessory systems. These principals are equally valid for an Integrated Vehicle Health Management (IVHM) system. In this case, the system monitors cover all airplane systems. Current EHM systems are part of an IVHM system. The integration with the air vehicle
42、 health management system typically occurs at the functional level of data storage, off-board transmission and decision support as described in Section 5 below. Each new generation of IVHM systems will employ system monitors that apply across traditional system boundaries, moving this traditional in
43、tegration boundary. An extra level of rigor is required for the design of the IVHM system to assure that the integrated system provides an optimum solution. 3.1 Degradation, Faults and Failures Degradation, faults and failures are changes in an engines condition that compromise its ability to perfor
44、m as required. Degradation implies a gradual change between the period when the item is performing its function satisfactorily and the period when it is not. A good example is the loss of efficiency of an engine component over time such as the compressor, through wear, leading to an increase in blad
45、e tip clearance until the engine is unable to provide sufficient take-off thrust (military) or EGT margin (commercial). The nature of a fault implies a clear delineation between the period when an item is performing its function and the period when it is not (i.e., when it fails). The distinction be
46、tween failure and fault is not always clear, but EHM specialists tend to refer to fault to failure progression, using the term fault to refer to an incipient condition reached on the route to failure. Indeed, the term failure frequently refers to a sudden change such as a blade, bearing or disk fail
47、ure. SAE INTERNATIONAL ARP1587B Page 7 of 29_ 3.2 Life From an EHM perspective, it is useful and consistent to think of a life as being a finite value of usage or life consumption (whether measured in hours, cycles or some other damage accrual factor) at which a component would be deemed no longer s
48、erviceable. A life limited item is one where this value has been specified. 3.3 Reliability and Dispatch/Mission Reliability Reliability is usually specified as a probability of failure within a given timescale or a mean time between failure. In this sense, EHM can affect reliability if it can modify an items environment, for example by smoot
