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Machine builders in the European market know that their machines must meet the requirements of the machinery directive if they want to be CE marked and sold. This is not news to anyone. But are you aware that the requirements are written provided that new technical solutions are constantly developed over time?
The Machinery directive, 2006/42/EC, states:
(14) The essential health and safety requirements should be satisfied in order to ensure that machinery is safe; these requirements should be applied with discernment to take account of the state of the art at the time of construction and of technical and economic requirements.
State of the art is a moving target, and it will always be a challenge for machine manufacturers to keep up with the latest developments. Technical solutions evolve and open up new ways of making machines more safe in comparison to the past.
The early days of programmable electronics for machineryParker launched IQAN, programmable electronics to help make machinery more safe by enabling smarter safety interlocks in the mid-90s. Examples of its safety functions include load moment limitations on cranes and stopping of all movement when the driver leaves the cab. At that time, the key characteristics of best-in-class systems were robust hardware built for harsh environments and electromagnetic compatibility. These are now considered basic requirements. In the case of IQAN, software specific for developing application software made machines less prone to implementation errors, but there was no established method that machine manufacturers could use to objectively evaluate software. The standards for safety of machinery that existed at this time was very focused on different levels of redundancy, with little consideration of software aspects and analysis of electronics. Standardized solutions could be both cost-prohibitive and fail to address important control system aspects.
With the release of ISO 13849-1:2006 Safety of Machinery, designers received guidance on how to methodically develop a control system with safety functions by focusing on hardware reliability, diagnostics and software quality to reach a desired performance level (PL). The requirements in the standard adapted to the increasing experience of using programmable electronics and the growing availability of component reliability data. The ISO 13849-1 standard allows machine designers to choose the best solution for each part of a safety function. For example, sensors with redundant signals, off-the-shelf controllers certified to IEC 61508 and well-tried reliable hydraulic components.
When Parker introduced the IEC 61508 SIL2 certified controller IQAN-MC3 in 2010, they gave machine manufacturers an effective way to implement SIL2 / PLd safety functions. The IQAN-MC3 controller is designed around the concept that in-depth knowledge of the components is the key to efficient hardware diagnostics. The core diagnostics package includes a technique called challenge-response, a set of cyclic tests that give a good diagnostic coverage without adding too much extra hardware. This gives a realistic hardware cost, but the extensive self-diagnostics firmware does take its toll in calculation speed.
An example of an application where the technology has been deployed is the load moment control of a reach stacker, where stability of a machine is calculated to prevent a machine from overturning. Another example is wheel steering on lift trucks.
As manufacturers of mobile machinery gain experience from using standards for the most critical safety functions, the next step is to bring this structured approach to normal operating functions. In mobile, it has always been difficult to distinguish some of the normal operating functions from the safety functions. Load moment limitations and stopping of all movement when the driver leave the cab are examples of functions whose primary purpose is to achieve safety. Stopping the implement hydraulics when the operator lets go of the lever is part of normal machine operation, but it can also be a safety function. As mobile machinery controllers with safety certification become more affordable, it makes sense to step up the requirements on all motion controlling functions.
State-of-the-art technology joins safety and performance
The new series of IQAN-MC4xFS is a perfect example of how state of the art is changing.
IQAN-MC4xFS builds on the experience of the IQAN-MC3, reusing the proven IQAN software platform that is the foundation for all IQAN masters. It has also inherited the concept for power driver outputs with a combined high-side and low-side switching and detection of wiring faults for safety related loads. The core electronics has also evolved. A key component is the Infineon microcontroller designed for both automotive and machinery applications. This is designed from the start with hardware supported self-diagnostics. Compared to its predecessor the IQAN-MC3, this makes the IQAN-MC4xFS more run-time efficient; it can execute larger applications at a shorter cycle time.
With one of the larger modules IQAN-MC42FS or IQAN-MC43FS, the machine designer has a choice to use one certified controller of on all sections on a hydraulic directional control valve. This gives a cost-effective way to meet safety function Performance Level c without adding extra hydraulic components. For functions requiring the higher Performance Level d, IQAN-MC4xFS can be used to read spool position sensors and actuate pump unloading valves to have a second hydraulic shutdown path.
Conclusion
The MC4xFS gives the possibility to meet current and future requirements of functional safety without compromising the performance of the machine functionality. It makes it possible to create both safe and user-friendly functionality in a cost-efficient way. The technology development on electronics has taken us to a state of the art level that makes it possible to implement safety functions in and on virtually all motion control functions in a machine. It lets you focus on what matters most - machine functionality. Learn more.
Article contributed by Gustav Widén, systems engineer electronics, Parker Hannifin Manufacturing Sweden AB.
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From food processing to coal handling to cement manufacturing, silos are used for bulk material storage in many industries.
Proper ventilation is critical to the preservation of the materials stored in silos. Bin vent dust collectors are often installed to filter and vent dust and debris that forms in the storage container.
Common goals for any manufacturing facility are to minimize unplanned equipment downtime and maintenance, maximize efficiency and lower operating costs. Lost production time and increased maintenance expenses work directly against the financial and production expectations of the business.
This was the case at one processing plant where multiple bin vent dust collectors were installed to vent silos. Operators were challenged with:
The plant turned to the filtration expertise of Parker Hannifin. Parker assessed the situation and recommended installing BHA® PulsePleat® Filter Elements as a versatile and cost-effective solution.
Standard benefits of BHA® PulsePleat® filter elements
The plant’s engineering and maintenance teams acted on Parker’s recommendation and installed BHA® PulsePleat® filters and realized the following results:
BHA® PulsePleat® filters helped the customer save nearly $16,000 in the first three years. They are now seeing a regular cost savings of over $3,000 every six months.
This post was contributed by the Parker Industrial Gas Filtration and Generation Division.
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Representing up to 40% of the electricity consumed by a company, compressed air is a fluid with many challenges. Poor management of this fluid and/or the design of its distribution network results in significant additional costs, but also low availability with negative consequences on production.
One of the challenges for industrial fluid networks is to integrate into a new industrial dimension of total automation for optimal productivity.
The compressed air network becomes an interconnected system in its industrial environment.
The means for the designer to achieve optimal productivity:Each compressed air network is unique, as user needs are variable, and the configuration possibilities are large. The main priorities for their operation are focused on the qualities intrinsic to the design of the compressed air network.
In a fully automated environment, other areas of improvement are made available for greater productivity:
Flexible and modular production methods and therefore completely reconfigurable.
Analysis of information, cloud, production line performance.
The implementation of means to ensure predictive maintenance.
Efficient monitoring of energy consumption and raw materials.
The use of virtual means for process simulation.
The integration of the Internet of Things into manufactured products.
It, therefore, becomes essential for an installation to interact with its environment.
What monitoring brings to the user and designer:
All companies try to keep downtime to a minimum. The best tool for this is preventive maintenance. It consists of shutting down the installations according to plans, performing scheduled maintenance and restarting without complications.
Preventive maintenance systems (condition monitoring) are based on value history, which originates from the phase of correct operation of the machines. Real-time measurement of values ensures that they are as close as possible to any variations and can be analysed as soon as they appear in order to refine the maintenance plan, create alerts or intervene in real time.
Moreover, having this information available in a given environment allows the designer to make changes to the system so that it can be even more adapted.
Monitoring will ensure greater responsiveness and understanding of processes and systems at two levels. That of the users and that of the designers. Monitoring is optimally integrated into the continuous improvement plan within and outside the company and can become a tool for interconnectivity between companies.
Parker Transair's proposal:
Parker Transair brings to its customers a new evolution in the field of compressed air networks with its condition monitoring technology, which allows end-users to monitor their compressed air network systems and maintain their productivity, anywhere and anytime.
The Transair Condition Monitoring System (TCMS™) uses wireless sensor technology to monitor the compressed air piping system, alert the end-user to system changes and provide critical data that helps reduce downtime and increase productivity.
A user-friendly web interface allows users to easily view and analyse the data to ensure that the system is operating at optimal levels of pressure, power, temperature, humidity and flow.
A 4-20mA wireless transmitter allows other equipment to be connected to the system to make their data available at the interface.
Transair Condition Monitoring System (TCMS™) helps to reduce overall costs by avoiding unnecessary downtime and extending the life of sensitive equipment.
"It is essential for end-users to be able to accurately monitor this data, because compressed air systems are very complex and highly scalable."
Guillaume Tetard, Director of the Transair Business Unit.
Transair Condition Monitoring System (TCMS™) complements the Parker Transair Aluminum Network System, known for its high performance, corrosion resistance and efficient use in a wide range of industries.
"Thanks to the light weight of Transair components and the instant connection technology, manpower is reduced to only 20% of overall installation costs, which saves money right from the start."
Françoise Lunel, Transair Communication Manager.
Combining a Transair system with the Transair Condition Monitoring System (TCMS™) will save the company money by finding ways to increase air supply efficiency, reduce maintenance costs and prevent unwanted scrap, thereby reducing the overall cost of the plant.
For more information about Transair System, Consult our Web Site or our Online Catalogue
This article was contributed by Laurent Orcibal, eBusiness manager, Low Pressure Connectors Europe Division, Parker Hannifin Corporation.
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As automatic transmissions become more advanced as a system, the components within must evolve as well. Performance drives the design and there are many factors that must mesh together to achieve the overall goal.
Efficiency drives system improvement
Improved efficiency is the leading factor when it comes to system improvement. The move to eight, nine, and ten-speed automotive transmissions are focused around improving fuel economy. Obviously, with the increased number of gear ratios, the number of clutches and clutch pistons has also increased. A reduction in the amount of energy needed to engage and retract a clutch piston directly reduces the parasitic loss of energy within the entire system. This has resulted in a significant focus on the impact of seal drag within each clutch piston.
D-Rings provide advantages for automotive transmission clutch pistons
For more than a decade, D-Rings have been the preferred sealing technology for automotive transmission clutch pistons as they provide 
several advantages to other seal designs including:
Bi-directional sealing capability,
Symmetrical design simplifies assembly,
Lower drag than other radial compression seal designs,
Reduced variation in drag response, and
In the past, there was always enough fluid pressure to overcome seal drag and activate the clutches. Because these same size pumps must supply so many more clutch circuits in the transmission, this energy supplied is in greater demand. Similarly, heavy springs in the past provided enough return force to ensure immediate disengagement of the clutch. Limited availability of space, as well as lower cost targets, have resulted in smaller, lower force return springs.
D-Ring cuts drag forces by 50%
Our engineers have developed a low drag D-ring which reduces the drag forces in the application by 50%. All other advantages of D-ring seals are maintained including the symmetrical profile which simplifies the assembly process. This improves the first time through capability and reduces warranty costs.
By creating volume space to which the deflected rubber can easily flow to, the reaction forces against the mating surface (normal force) is reduced while still maintaining sufficient sealing forces.
In addition, Parker’s unique manufacturing approach provides a significant cost reduction over compression and injection molded designs. The absence of mold parting lines in this new technology also eliminates molded rubber flash on the sealing surface which is inherent with injection or compression molded products.
Lower clutch seal drag provides several advantages including:
Smoother shifts,
Overall improvement in system efficiency, and
Smaller return springs save space, weight, and cost.
This technology is also available for applications beyond transmission clutches. Any reciprocating piston application can benefit from low drag D-rings. Examples would include active differentials and other torque management applications.
Please contact one of Parker’s application engineers to discuss how low drag seals can improve the performance and efficiency of your applications.
Article contributed by Scott A. Van Luvender, automotive applications engineering manager, Engineered Materials Group
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When selecting the right coupling, the frequency of hose connection and disconnection is a major factor in the type of coupler that should be used. For example, at workstations where pneumatic tools are being changed many times throughout a shift, a quick connect coupler allows rapid tool replacement and provides a significant increase in productivity.
Another example is hydraulic testing processes. Quick couplings significantly reduce the time required to test each assembly. If technicians were required to tap into systems using a wrench to connect and disconnect, valuable time would be added to each testing procedure. Again, productivity increases with the use of quick couplings.
Many industries are rapidly adopting quick couplings for this very reason, realizing the increase in efficiency far outweighs the increased costs.
What is a quick coupling?A quick coupling, often referred to as a quick coupler, QD or quick-acting coupling, is a mechanical device that provides a fast, easy, sure way to repeatedly connect and disconnect almost any fluid or gas line. All quick-connect couplings have two parts: a plug and a socket. The plug is the male half and the socket is the female half. When connected properly, these parts seal and lock the joint effectively to contain internal pressures and resist any tensile forces that tend to pull the joint apart.
The most significant advantages of a quick couplings over standard hydraulic connections are:
Time of connection/disconnection
Prevention of fluid leakage
Why the reluctance to employ quick connect couplers?
Cost is a factor that prevents quick connect couplings from being more widely used. These couplings contain many more components such as valving and locking mechanisms, which means higher material and assembly costs.
Secondly, there is an issue of pressure drop. Media flowing over the internal valves causes turbulence in the media - either fluid or gas. Think of the effect rocks have on the flow of a river. This can cause a slight drop in pressure that can be measured as ‘pressure drop’ (PSID).
Choosing the right coupler for the job
Before selecting a coupling, important questions must be answered regarding performance:
Once these questions have been answered, a preliminary selection of coupling type can be made: one, two or no shutoff valves, and the type of connect and disconnect mechanism. Keep in mind that one style may offer the greatest convenience in service, but a different model's lower pressure drop may be more desirable for the application.
Single shut-off couplingsSingle shut-off couplings are primarily used for pneumatic or gas applications, connecting air tools, hoses or other implements to compressed air and gas supplies. In these applications, the coupler half (female) is valved while the nipple half (male) is un-valved or “straight-through.” Upon inserting the nipple, it opens the valving on the coupler, which allows flow. When disconnecting the nipple, the valve on the coupler automatically closes which stops flow from the coupler.
Double shut-off couplings
Both coupling halves are frequently valved in the case of hydraulic applications. Double shut-off couplings minimize fluid leakage while limiting the amount of air, dirt and water that can become trapped between valves during reconnection. To address these concerns, many manufacturers offer flat-faced couplings that reduce fluid spillage to a drop or less every time the coupling is disconnected.
Parker solutionsThe impact of employing quick connect couplings will make a difference in any operation where reliability, time and productivity are of the utmost importance. Parker’s Quick Coupling Division is the largest quick coupling manufacturer in the world, providing quick disconnects and accessories that are appropriate for use in countless applications across widespread markets where fluid lines are connected and disconnected. These markets include aerospace, subsea gas and oil exploration, agriculture, electromechanical, filtration, thermal management and all others that require reliable, safe connections.
Many of Parker’s coupling products are available with unique non-standard options well suited to very specific applications. Examples of unusual end-use applications might include: high temperatures (above 250° F), extremely caustic/corrosive solutions passing through the coupling, external/environmental corrosion situations or other high wear and tear situations such as dragging the product along the ground.
Learn more about Parker’s Quick Couplings.
Article contributed by Anthony Mistretta, product sales manager, Quick Coupling Division, Parker Hannifin.
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Tubing, piping, and hose – and the fittings that connect them – are the circulatory systems of today’s aircraft. Carrying high-pressure hydraulic fluid to and through critical subsystems and components such as flight control actuators, engine-driven pumps, auxiliary pumps, electric motor pumps, power transfer units, and more, these components are key to an aircraft’s power and flight control. Yet, despite the increased complexity of hydraulic systems today, fluid leakage is a nagging cause for re-work and unscheduled maintenance.
But what if there was a better way? What if an innovative approach offered lower installation time with a visual indicator for a leak-free connection?
Enter the new visual torque indication, a patent-pending family of fittings that offers these benefits and more from the Stratoflex Products Division of Parker Aerospace, the industry leader in fluid conveyance systems and components.
Plumbing and maintaining the hydraulic system of a large commercial aircraft can be a daunting and time-consuming task. A typical commercial transport contains hundreds of feet of tubing and thousands of fittings and fitting connections1.
Today, installers use torque wrenches and specialized torque procedures to secure system connections and apply a torque stripe to indicate completed assembly. However, the large number of connections and challenging installation requirements lead to improper connections, with no means of detection until the system is pressurized. Should the connection leak, additional time must be taken to locate the improper connection, clean hydraulic fluid spills, and re-torque or replace the leaking assembly.
With patent-pending design features, visual torque indication fittings offer significantly lower installation time for connections while providing an immediate, visual verification of a properly assembled connection. These benefits combine to support the increased production rates required by aircraft OEMs for the demanding aerospace market.
Developed from proven Parker fluid connection technology and qualified to industry and customer requirements, visual torque indication fittings offer:
Visual torque indication fittings are designed for operating pressures for today’s hydraulic systems. Visual torque indication fittings utilize aerospace materials (corrosion-resistant steel, aluminum, titanium) for sizes -4 through -24.
[ add video in YouTube frame, like prior blogs, once video is ready ]
For additional information on Parker Aerospace systems and capabilities, please visit our website.
Attending the 2019 Paris Air Show?
The Paris Air Show is the largest and longest-running aerospace trade show in the world, bringing together all the players in this global industry around the latest technological innovations.
Visit Parker Aerospace in Hall 5, stand C210 to learn about our mastery of flight control, hydraulic, fuel, inerting, fluid conveyance, thermal management, pneumatic, and lubrication systems and components.
This post was contributed by Jonathan Golightly, senior engineer, and Scott Pearson, division engineering director, of Parker Aerospace’s Stratoflex Products Division.
References
1 https://www.aviationpros.com/home/article/10388648/hydraulic-systems-tubing
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The evolution of fly-by-wire flight control actuation systems has dramatically changed the way an aircraft performs many of its functions. A pilot’s actions are now converted to electrical signals interpreted by flight computers that initiate orders to actuate the control surfaces of the airplane. Replacing the conventional manual controls of an aircraft with an electronic interface improves safety and handling and reduces weight. Improved aircraft responsiveness and reduced pilot workload are making fully digital flight control systems the preferred method for new business, regional, and commercial aircraft.
“Parker’s capabilities in next-generation flight control systems extend across different types of aircraft with adaptations made to enhance flight stability, performance, safety, and efficiency. Our customers rely on us to fully meet stringent certification requirements made possible by working in conjunction with their engineers and the use of our state-of-the-art systems integration laboratory. Our flight control systems are designed with advanced redundancy and scalability for business jets, regional jets, and commercial transports with similar architectures proven to deliver reliability, speed development, and take advantage of economies of scale.”
– Drexel Pope, director of new business development, Parker Aerospace Control Systems Division
As the global leader in motion and control technologies, Parker is currently integrating, supplying, and supporting the digital flight control systems on key aircraft manufactured by its valued Gulfstream, Airbus, and Bombardier customers.
The Gulfstream G500 and G600
Anticipated in the second quarter of 2019, the Gulfstream G600 twin-engine, long-range business jet will receive its type certification from the Federal Aviation Administration (FAA) with Parker’s fully digital three-axis, fly-by-wire flight control system onboard. Parker worked closely with Gulfstream during the development and certification process, ensuring that the G600’s primary and secondary flight control system components demonstrated compliance and airworthiness requirements. The success of the digital flight control system with electric backup hydraulic actuators on the sophisticated aircraft follows the achievements Parker realized on the G500, which received its FAA type certification in July of 2018 and entered service that September.
The G600 shares its flight control systems architecture with the G500. The similar architecture helped with the development of the G600 model and provided Gulfstream with additional benefits such as proven design and reliability. The Parker Aerospace fly-by-wire control system comprises a suite of electrohydraulic and electronic equipment providing command and monitoring capabilities to assist the aircraft in its various mission profiles.
In addition to the flight controls, Parker provides a wide range of other equipment to the G500 and G600 aircraft, including equipment used in the fuel and hydraulic systems as well as their Pratt & Whitney Canada 800 series engines.
Through Parker Aerospace’s Customer Support Operations – a centralized support organization that provides customer and product support, as well as customized service solutions to meet customers’ needs for spares, repairs, and overhaul services for all Parker Aerospace airframe and engine products – Parker has the capability to support customers like Gulfstream, Bombardier, Airbus, as well as their customers, for the life of their aircraft programs.
To learn more about Parker’s electronic fly-by-wire flight control systems, please contact Doug Sutton, new business development manager, Parker Aerospace, Customer Systems Division, (949) 465-4879 or doug.sutton@parker.com.
The Paris Air Show is the largest and longest-running aerospace trade show in the world, bringing together all the players in this global industry around the latest technological innovations.
Visit Parker Aerospace in Hall 5, stand C210 to learn about our mastery of flight control, hydraulic, fuel, inerting, fluid conveyance, thermal management, pneumatic, and lubrication systems and components.
This post was contributed by Steve Pitts, general manager for Parker Aerospace’s Control Systems Division.
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We are coming up on two years since the birth of FF156-75 and this compound is one worth celebrating. If you don’t know what FF156 is, thank you for taking a few minutes to read this blog.
FF156 is the most versatile, value-packed perfluorinated (FFKM), material offered by Parker. The versatility of the material means it solves problems in many different markets: Chemical Processing, Life Science, and a range of demands needed by General Industrial markets.
Compare products
Most surprising is the steam and high temperature water resistance. Most fluorocarbons (FKMs) and FFKMs do not fair well in steam. You might be familiar with Parker’s specialty steam resistant FFKM: FF580 and FF582. Both of these materials offer excellent resistance to steam, perhaps the best in the market. You can see the change at 121°C comparing both FFKMs after three days of exposure and then again after seven days. You might notice there is not much change at 121°C between the two lengths of time.
table { font-family: arial, sans-serif; border-collapse: collapse; width: 100%; } td, th { border: 1px solid #dddddd; text-align: center; padding: 8px; } tr:nth-child(even) { background-color: #ffb91d; } Test Method General Purpose FFKM Chemically Resistant FFKM High Temp. FFKM FF580 Results FF582 Results Fluid Immersion Steam (70hrs.@121°C) Hardness Change, Shore A pts. ASTM D471 +4 +6 +5 -1 +1 Volume Change, % 0 0 0 +2 +2 Fluid Immersion Steam (168hrs.@121°C) Hardness Change, Shore A pts. ASTM D471 +4 +1 0 -4 0 Volume Change, % +5 +7 +8 +3 +3Figure 1 Pulled from ORD 5764
Raising the heat to 260°C, you can see how FF156 still holds it’s own compared to the specialty grade of FF580.
table { font-family: arial, sans-serif; border-collapse: collapse; width: 100%; } td, th { border: 1px solid #dddddd; text-align: center; padding: 8px; } tr:nth-child(even) { background-color: #dddddd; } FF580-75 FF156-75 Fluid Immersion Steam 70 hrs.@260°C Hardness change, pts. -2 -1 Volume change, % +2 +2 table { font-family: arial, sans-serif; border-collapse: collapse; width: 100%; } td, th { border: 1px solid #dddddd; text-align: center; padding: 8px; } tr:nth-child(even) { background-color: #dddddd; }FF156 stacks up quite nicely in steam against our best steam compatibility rated FFKM materials. In addition to steam compatibility, the material has passed USP class VI testing requirements demonstrating the required cleanliness needed for biocompatibility. The combination of USP class VI and suitability for sterilization process is why FF156 is a sealing solution for demanding applications in the Life Science Market.
Value-packed performance
You might be wondering, why is FF580 even needed, since FF156 has such favorable performance? That comes back to the “value-packed" versatility of FF156. FF580 has a wider breadth of resistance to harsh, nasty chemicals. If you are familiar with the perfluorinated family as a whole, you know they can withstand the most aggressive chemicals, but at a hefty price. FF156 was formulated to have outstanding chemical resistance but was not intended to be a silver bullet FFKM material like FF580. In the general industrial market where high temperature applications seal steam or diluted concentrations of chemicals, FF156 is a great way to extend seal life without the high expense of a specialty FFKM.
FF156 is available as molded O-rings, but also in extruded and machined profiles, spliced hollow seals, hollow and window pane configurations or custom molded shapes. For more information or to see if FF156 is right for your application, please reach out to a Parker Application Engineer.
This article was contributed by Dorothy Kern, applications engineering manager, Parker O-Ring & Engineered Seals Division.
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Commercial aircraft original equipment manufacturers (OEMs) have been building more-electric aircraft – or MEA – for over a decade. MEA are aircraft that rely on electric power to operate non-propulsion systems such as those for lubrication, flight control, fuel, thermal management, and more.
Today’s aircraft makers are collaborating with their suppliers to design new systems and implement new electrical-intensive architectures that are key to unlocking such efficiency improvements as lower aircraft weight, better fuel consumption, reduced total life-cycle costs, and enhanced maintainability and reliability.
One such supplier collaboration supporting the move to MEA has been launched by Parker Aerospace Gas Turbine Fuel Systems Division (GTFSD).
Long recognized for its motor-driven pump technology and pedigree in major platforms for both military and commercial applications – particularly for fuel and thermal management pumps – GTFSD is breaking new ground through its development of electric motor-driven smart pumps that can accommodate a wide range of voltage to the digital controller. The motor speed can be controlled by sensors or sensorless, depending on the application.
Electronic controllers interpret system signals, enabling a pump to respond with a specific flow to meet a specific system demand. Whether for more fuel, enhanced cooling, or greater pressure, this demand flow results in a highly efficient use of the aircraft’s finite energy resources, creating less fuel burn and fewer engine emissions.
Parker Aerospace’s auxiliary power unit (APU) fuel metering unit for the Boeing 787 Dreamliner is one such electric motor-driven smart pump already in service. The APU pump unit builds on GTFSD’s experience with electric motor-driven pumps, which includes those for missiles and military UAV applications, as well as for large transport turbine engines.
“The innovative APU fuel metering unit replaces conventional engine fuel control for the Boeing 787. Featuring an impeller boost pump and a high-pressure gear element, the two-staged pump assembly integrates 13 components into one and uses an AC- or DC-powered dual-processor digital controller with CAN bus interface to provide precise fuel flow in response to engine demand.”
– Rick Mossey, engine systems business development manager, Parker Aerospace, Gas Turbine Fuel Systems Division
Enhanced reliability is a key benefit of the APU pump unit. With 500-plus units fielded to date, the product is performing well.
GTFSD has developed a 270-volt, 27-horsepower brushless DC (BLDC) motor-driven, high-pressure main engine feed smart pump that is currently in testing. With a simplified system design and lower system procurement cost, the new pump unit improves both pump efficiency and system reliability. It includes an electric motor, BLDC motor controller, impeller, and high-pressure piston-based pumping element, offering:
Alternative propulsion systems are being looked at as a means of achieving fuel savings, lowered emissions, and reduced noise. One such alternative approach uses hybrid gas turbines. A highly efficient gas turbine engine and electric motor are paired to provide thrust via combinations of both sources.
The electric power can be used for the duration of a flight or when added power is required. Since Parker Aerospace’s electric motor-driven smart pumps are able to vary their routines almost infinitely based on the requirements of the systems they serve, they are readily adaptable for such next-generation applications.
For additional information on Parker Aerospace systems and capabilities, please visit our website.
Attending the 2019 Paris Air Show?
The Paris Air Show is the largest and longest-running aerospace trade show in the world, bringing together all the players in this global industry around the latest technological innovations.
Visit Parker Aerospace in Hall 5, stand C210 to learn about our mastery of flight control, hydraulic, fuel, inerting, fluid conveyance, thermal management, pneumatic, and lubrication systems and components.
This post was contributed by Rick Mossey, engine systems business development manager, Parker Aerospace, Gas Turbine Fuel Systems Division.
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Additive Manufacturing Adds Value for Aerospace Fluid Conveyance
As an original equipment manufacturer (OEM) of innovative braking products and systems, Parker Aerospace’s Aircraft Wheel & Brake Division strives to keep its customers’ aircraft fleets operating as healthy and efficiently as possible. When operators of the Piaggio Aerospace P.180 Avanti and Avanti II executive transport turboprop expressed concerns over the expense of replacing the existing carbon brake systems, Parker responded with industry-leading support and a commitment to improve its original product design. Working in partnership with Piaggio Aerospace, a leading Italian aircraft manufacturer active in the business and defense & security sectors, Parker developed a new aftermarket steel brake system as a less-costly alternative retrofit configuration for the wheels and brakes on the P.180 aircraft.
On October 17, 2018, Parker Aircraft Wheel & Brake Division received the supplemental type certificate (STC) from the Federal Aviation Administration (FAA) for the alternative retrofit configuration. The certification is confirmation that Parker followed the original design approval process, including flight testing, to ensure the safety and performance of the new wheel and brake system.
Less costly than the P.180’s previous carbon brakes, the new Parker high-performance steel brakes were engineered to maintain smoother, more consistent operation with even wear across the available life. The wheels in the new retrofit system are aluminum-forged to provide excellent corrosion resistance as well as advanced safety features that protect against manual- and thermal-induced over-pressurization. Heat shields are also included in the new design to help maintain acceptable tire temperatures.
“Taking a team approach, we worked collaboratively with Piaggio to successfully plan, design, and test a program that demonstrated absolute quality with no requested changes from the FAA ... Our diligent planning and expertise in aerospace-grade materials resulted in a product retrofit that will bring a new stream of value to our customers’ operations.”
— Dan Basch, engineering manager at the Parker Aerospace Aircraft Wheel & Brake Division
In-flight qualification testing of Parker’s new steel brake and main wheel assembly was successfully conducted on the P.180 Avanti aircraft at Lakeland Linder International Airport in Florida in August 2018. During the testing, landing distances were measured and compared, and the following test points were evaluated with positive results:
Multiple companies coordinated the group testing including Momentum Aeronautics, a full-service engineering company that specializes in the design and certification of aircraft and aircraft systems. Momentum Aerospace submitted the STC application to the FAA on Parker’s behalf.
“Development of the P.180 wheel and brake retrofit program began in 2016 when Parker and Piaggio both sought to solve customers’ cost-reduction challenges with a solution that would neither compromise quality or add difficulty to maintenance, repair, and overhaul (MRO) activities for their fleet mechanics ... While carbon offers low weight advantages compared to steel, its cost of material is steep. We knew that if we could integrate steel into the retrofit and ensure its performance, we could achieve drastic results for our customers’ bottom lines.”
— Tom Dorinsky, business team leader, Parker Aerospace Aircraft Wheel & Brake Division
Parker’s new retrofit solution is expected to save P.180 operators as much as 70 percent in overhaul costs, according to Dorinsky.
The mutually designed, customized steel brake program is now offered to aircraft operators as a conversion kit through Piaggio’s P.180 wheel and brake upgrade program. The replacement kit integrates seamlessly with existing aircraft systems requiring no aircraft or landing gear modifications for installation.
“Piaggio Aerospace is working closely with its customers to update them on the new aircraft offering so they can immediately begin to take advantage of its improved design features and potential cost savings. We are proud to be part of this commitment to innovation that we believe will lead to similar endeavors between our two companies.”
— Tom Dorinsky, business team leader, Parker Aerospace Aircraft Wheel & Brake Division
The Parker Aerospace Aircraft Wheel & Brake Division also received the supplemental type certificate from the European Union Aviation Safety Agency (EASA) and Transport Canada (TC) in February of 2019. The EASA has jurisdiction as a technical agent for the member states of the European Union.
To request a conversion kit for the P.180 Avanti, Avanti II, and Avanti EVO aircraft, operators may contact Piaggio’s spare parts office at +39 335 8105920 or spareparts@piaggioaerospace.it. North or South American customers can contact Piaggio America at +1 561 253 0104 or spares@piaggioamerica.com.
Attending the 2019 Paris Air Show?
The Paris Air Show is the largest and longest-running aerospace trade show in the world, bringing together all the players in this global industry around the latest technological innovations.
Visit Parker Aerospace in Hall 5, stand C210 to learn about our mastery of flight control, hydraulic, fuel, inerting, fluid conveyance, thermal management, pneumatic, and lubrication systems and components.
This post was contributed by Justin Hodges, Parker Aerospace, Aircraft Wheel & Brake Division.
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The maritime industry is currently going through significant changes due to the introduction of tighter emission regulations. A stronger awareness in preserving the environment has pushed forward more stringent International Maritime Organization (IMO) legislation that imposes on ship owners and managers the use of new technologies that affect the day by day running of the vessel, starting with the choice of fuel, through changes in the engine operational parameters, and culminating in a severe reduction in allowable exhaust emissions.
The upcoming change to the permissible sulphur content of marine fuels burnt in the open ocean has brought the subject of compliance to the forefront. The most cost-effective way to meet the 0.5% sulphur limit is to blend the minimum amount of expensive, low sulphur fuel with the maximum amount of cheap, high sulphur fuel. Clearly, this leads to fuels that surf the compliance line very closely.
Of course, the issue of fuel compliance is not just restricted to sulphur. For instance, naval procurement often demands that distillate fuel supplies contain less than 0.1 % biodiesel [1, 2]. Recent technological advances mean that field spectrometers can measure sulphur and biodiesel concentrations within different fuels.
Download our white paper titled "The Science of Compliance" by Dr. David Atkinison to prepare for the upcoming change to the permissible sulphur content of marine fuels.
Unchartered operational territories
Combining these changes with the following factors
have prompted the marine industry to abandon the ‘comfort zone’ that has been enjoyed for the last 20+ years. Today’s environment has a significant impact in the way two-stroke, slow speed, diesel engines are managed, introducing new challenges for different fuel types, different lubricants and ancillary equipment required to meet the new requirements.
Unintended consequences
Field experience has shown that all these factors can lead to:
Solutions come in many shapes and sizes, from simple, two-minute handheld test kits to state-of-the-art online sensor technology. Through scientific testing, our lead-application engineers have demonstrated that a combination of these tools can deliver real savings by:
Two-stroke, slow speed, diesel engines are used in the marine industry to power the largest commercial ships currently sailing on the seas. These internal combustion engines are used for their high thermal efficiency, exceptional reliability and ability to use a variety of fuel types including residual oils. These fuels are, broadly speaking, the very end product of the crude oil refining process and are commonly referred to in the marine industry as Heavy Fuel Oil (HFO) or Residual Fuel Oil (RFO). These fuels are regarded to be the most cost-effective available; for this reason, they’re the preferred choice to power main engines and generators in large, ocean-going, vessels. HFO comes in several grades; the best and most expensive grades have the lowest Sulphur content.
Choosing HFO, however, presents challenges in dealing with the varying sulphur contents in:
These materials are carried over from catalytic cracking during the crude oil refining process and are referred to as catalytic fines or simply, ‘cat-fines’. The International Standards Organization has published a specification for marine HFO (ISO 8217:2010) which imposes upper limits on these, and other fuel parameters to provide consistency in the market. Nevertheless, bunkered HFO, even when conforming to these specifications, requires further onboard processing to reduce the water and solids contents to levels deemed acceptable for engine operation.
Regulations present challenges to operatorsIn the marine industry, environmental regulation is on the increase and operators are facing new challenges that threaten their cash-tight budgets. But it is not just the added cost of more expensive alternative fuels or lubricants that can impact operators, critically, it is also the effect that these changes have on the operating conditions of the vessel, leading to unexpected damage and causing unplanned downtime.
With such stringent and widespread regulations, compliance with the rules becomes even more challenging. New operating methods and procedures for fuel changeover, oils, and equipment required for compliance can indeed lead to unintended consequences such as damage caused by out-of-specification fuel or incorrect/insufficient cylinder lubrication.
Amidst the omnipresent drive for safety and operational efficiency, effective condition monitoring tools and techniques have never been more valuable in helping operators manage, avoid or mitigate these costly issues.
The proper combination of condition monitoring techniques provides a wealth of information, allowing ship operators to take immediate corrective actions to mitigate any damage, to allow continued, efficient operation and prevention of the high costs associated with undetected liner wear events. The savings associated with these early warnings far outweigh the cost of the condition monitoring tools used to detect them.
Are you attending the CIMAC 2019 Congress?
Visit Parker at Stand #316 to learn more about our energy efficient, high-performance solutions for combustion engine applications. The CIMAC international congress and exhibition, held every three years, is a unique opportunity to stay current with technology for the internal combustion engine industry and meet with specialists in the field. Our engineers are ready for your questions.
Article contributed by Dr. David Atkinson, principal chemist, Parker Kittiwake, part of Parker's Hydraulic and Industrial Process Filtration Division.
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Today, the global supply and demand for liquefied natural gas (LNG) is approximately 300 million tons per annum (MTPA). Over the next five to ten years, demand is predicted to surpass supply. With such high use expected, LNG is a valuable commodity, commanding high market prices and delivering soaring profits to suppliers. That said, equipment used in the LNG production process needs to provide extended, reliable operation with maximum uptime and output.
Gas turbines are widely used as mechanical drives when compressing refrigerants as part of the LNG process. If a gas turbine used in the liquefaction process has unscheduled downtime, it can cost the LNG plant owner several million dollars a day in lost production. In fact, a single unscheduled turbine shutdown could result in the entire LNG train being taken offline, requiring lengthy shutdown and start-up procedures leading to huge financial losses.
Let's examine challenges faced by LNG turbine operators, factors that hinder turbine performance, and choosing filtration systems based upon operating conditions.
The challenge: keeping problems out of the turbine
Land-based refrigerant compressor stations are often located near coastlines for easier tanker access. LNG processing facilities may also be located on floating vessels for close proximity to offshore gas fields. In either case, gas turbines used in the oil and gas industry encounter extremely challenging operating environments. High levels of small particulate in the form of sand, dust and shot-debris from drilling, salt aerosols, and harsh weather conditions all threaten the performance and health of a gas turbine. Failure to address these contaminants can lead to reduced performance, expensive repairs, and eventually could cause a catastrophic failure of the turbine components.
The solution: inlet filtration
To protect the turbine from corrosion, erosion and fouling and keep it operating reliably and predictably over long periods of time, a carefully designed inlet filtration system is required. However, considering the massive volume of air passing through a gas turbine inlet, installing the correct system for the application conditions is critical. A filtration system that is correctly designed and engineered to meet the real-world conditions of the gas turbine installation, can mean shutdowns are limited to only scheduled maintenance periods. Choosing the wrong system can result in major financial repercussions.
Filtration system design
Typically, the filtration systems will incorporate multiple stages, sometimes as many as five. They will often include:
Prefilter stages: designed to remove larger particles and protect the higher efficiency filtration stages.
Coalescers: to remove liquid contaminants
Final filter Stages: To remove fine particulate and ensure clean air to the gas turbine, the materials used here are to be selected to meet the specific needs of the installation. This can include hydrophobic media and extended depth media.
Partnering with an expert in the specialized design of filtration systems for gas turbine protection, such as Parker Hannifin, can help to assure all considerations are met. Parker offers a range of filtration materials and engineering expertise for gas turbine protection.
Conclusion
It is widely accepted that an inlet filtration system is crucial for the reliable operation of gas turbines. Using the skills of leading experts in the field will help LNG suppliers take advantage of developing and improving filtration technology, thereby keeping their equipment running at optimum performance levels.
This article was contributed by Peter McGuigan, global LNG market manager, Parker Gas Turbine Filtration Division
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Airframers and engine builders alike are increasingly using composites to lower aircraft weight. It is no surprise, then, that the Gas Turbine Fuel Systems Division (GTFSD) of Parker Aerospace is also exploring the implementation of lighter-weight composites.
Parker GTFSD is the first in the industry to offer engine OEMs composite engine oil reservoirs as a way to lower weight in their power plants. Lowering weight reduces an engine’s fuel consumption, yields a higher power-to-weight ratio, and provides greater fuel efficiency – all of which lead to the reduced emissions desired by both engine OEMs and their customers.
The new composite reservoir design can be up to 40 percent lighter than conventional steel or aluminum oil tanks. With excellent fire resistance, the composite reservoirs will also eliminate the need for weight-adding fire blankets.
About engine oil reservoirs
Designed to last the life of the engine, the main engine oil reservoir provides clean, deaerated oil to the engine for use by the turbine engine bearings, pumps, and transmissions. Reservoirs typically incorporate a variety of different components to monitor and manage the health of the engine oil system.
These can include an integrated deaerator, visual oil sight gauge, remote oil level indicator, pressure regulating, relief, and fill valves, a gravity fill cap, and an adapter. Conventional tanks can be made of a stainless-steel weldment or aluminum with a fire blanket. The entire tank must be designed and certified to meet the FAA’s 15 minute, 2000-degree F fireproof requirement.
GTFSD’s composite tank innovation
With research begun in 2005, the GTFSD lubrication team has now finalized the design and material technology needed to produce composite engine oil reservoirs capable of handling oil system pressure requirements while withstanding the hostile environment of aerospace gas turbine engines. Development, design, and testing of the new tanks are taking place at the GTFSD’s Naples, Florida, facility in collaboration with Parker’s central engineering resource, and the Applications and Technology Transfer lab at the Center for Composite Materials / University of Delaware.
Successful flame resistance and high g-force vibration testing have moved the tank development into the prototype stage, while a product design review is currently underway with a customer’s demonstration engine. The 18.4-gallon tank in review weighs 50 pounds and can withstand engine oil temperatures from -65˚ F to 392˚, vibration loads exceeding 22Gs, and proof pressure of 33.9 psig. In addition, GTSFD is well along in defining the processes for manufacturing the composite tanks, confirming manufacturing repeatability, and establishing inspection standards to ensure 100-percent quality.
Composite reservoirs bring the same positive benefits to virtually anything that flies – including commercial, regional, and business jets. The lighter-weight reservoirs are particularly helpful for larger commercial aircraft where engine oil reservoirs need to accommodate higher fluid volumes. Military aircraft, too, enjoy the same advantages.
Lighter-weight composite reservoirs can prove beneficial for an aircraft’s specific mission requirements, whether it is for longer range, greater cargo-carrying ability, or additional ordnance capacity.
The GTFSD lubrication design team is dedicated to finding innovative, engineered solutions for customers’ toughest challenges. Whether for industry-leading lubrication pumps and accessories -- fully integrated subsystem or system solutions that include advanced thermal management technologies -- or components like composite oil reservoirs, our unique designs consistently save space and reduce weight, offering greater reliability, easy maintenance, simple operation, and longer life.
Our portfolio of lubrication products is used to support commercial and military programs worldwide and includes the following:
Military/large commercial transportsTo learn more about the capabilities of Gas Turbine Fuel Systems Division, please visit our website.
Attending the 2019 Paris Air Show?
The Paris Air Show is the largest and longest-running aerospace trade show in the world, bringing together all the players in this global industry around the latest technological innovations.
Visit Parker Aerospace in Hall 5, stand C210 to learn about our mastery of flight control, hydraulic, fuel, inerting, fluid conveyance, thermal management, pneumatic, and lubrication systems and components.
This post was contributed by Glen Kukla, engineering team leader, Gas Turbine Fuel Systems Division, Parker Aerospace.
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The ability to spot check the Sulphur content of fuel oil onboard a ship will help shipowners and operators ensure compliance with the latest IMO (MARPOL) regulations.
From January 2020 the maximum allowable Sulphur content of marine fuels is changing: for all areas outside the existing Sulphur Emission Control Areas (SECAs) the limit will be reduced from the current level of 3.50% m/m to just 0.50% m/m. Introduced by the International Maritime Organization (IMO), the new limit is being applied worldwide and covers the fuel oils used in main and auxiliary engines as well as in boilers. Compliance with the new regulations will be monitored by Port State Control.
For shipowners and operators, the new limit leaves little room for error. The traditional method of Sulphur level confirmation by Bunker delivery note significantly increases the risk of non-compliance and subsequent penalties, furthermore waiting for laboratory analysis is equally flawed as the vessel could have sailed by the time that is received and the Sulphur level found to be outside the specified limit. With this new equipment, bunkers can be sampled during delivery and noncompliance could be identified in the first few minutes of delivery (and at any other time interval) thereby preventing expensive de-bunkering and payment for non-compliant fuel.
"The fuel variation from port to port will be vast and furthermore, at present, fines and penalties imposed on non-compliant vessels in the special environmental control areas vary considerably. As such, ensuring uniformity in enforcement poses a hurdle."
Scott Herring, marine account manager, Parker Kittiwake
It will be essential for each vessel to know and comply with Sulphur limits of 0.10% m/m in SECAs or 0.50% m/m in all other areas worldwide. On-Board testing is one of the most effective means of establishing fuel compliance with Sulphur regulations.
Testing at sea, offshore or on land
As a lightweight, portable and self-contained X-Ray Fluorescence (XRF) spectrometer, the XRF Analyser enables in-situ lab standard testing of fuel oils at sea or on land. The XRF provides an accurate indication of sulphur content through the analysis of a small fuel sample in less than three minutes. This gives both shipowners and Port State Control (PSC) the ability to conduct laboratory-standard testing onsite, before non-compliant fuel is bunkered and before a vessel carrying non-compliant fuel leaves port.
The XRF Analyser can, for example, be used in the engine room or control room of a ship to test the Sulphur content of fuel oil as it is being delivered. Checking the fuel during delivery allowing ships personnel to verify that the Sulphur content shown on the bunker delivery note is correct, thus eliminating the risk of accidental non-compliance.
The XRF can be used by suppliers, brokers, surveyors and producers of bunker fuels. Faster and more accessible testing means that the XRF Analyser allows fuel oils to be tested more frequently and conveniently compared to sending samples to a laboratory. By allowing test results to be downloaded, or storing them for up to two years, the XRF Analyser also plays an important role in helping vessel operators to manage compliance audits more efficiently.
Traditional methods for confirming compliance with sulphur limits rely on paperwork requirements such as the Bunker Delivery Note (BDN). This not only significantly increases the risk of non-compliance and subsequent penalties for shipowners, but also heightens the environmental impact of burning fuel with a higher sulphur content. In addition, the delay incurred by laboratory analysis creates the risk that the vessel may have left port with non-compliant fuel onboard, or may require non-compliant fuel to be de-bunkered and compliant fuel re-bunkered, incurring significant delays and additional cost. The XRF Analyser provides a spot-check analysis of the sulphur content in fuel on site, allowing PSC to ascertain compliance almost instantly, and affording shipowners the opportunity to avoid fines, plus the time, expense and operational impact of bunkering non-compliant fuel.
“The XRF Analyser is factory calibrated according to ISO 8754 and makes field measurements that correlate strongly with ISO 8754 laboratory measurements."
Dr. David Atkinson - Principal Chemist
Measure lube oil performance and accelerated wear
In addition to measuring the Sulphur content in fuel oils, the XRF Analyser can be used to measure a range of other elements that are common contaminants which can affect lube oil performance and indicate accelerated wear conditions. Wear elements measured by the Parker Kittiwake XRF Analyser and their likely sources on board a ship (if any):
Portable XRF Analyser
The XRF Analyser combines simplicity with accuracy. Its standalone operation means that it offers immediate plug-and-play operation. Integrated into the small, lightweight housing is a high-resolution LCD touch-screen display which enables fast operation and delivers clear results.
The operator simply draws the sample of fuel oil from the ship’s system into the sample container, places it in the XRF Analyser and presses the test button. As the sample is not damaged or altered during testing, it can be retained for any additional sample analysis.
The result of the test is displayed the percentage of Sulphur in the sample. This helps to avoid ambiguity and human error by eliminating the need for the operator to interpret the test data.
A proven partner
The XRF Analyser is part of Parker Kittiwake’s range of condition-monitoring
equipment. This equipment is used where maximum efficiency and total confidence are vital in protecting capital plant and equipment. Our equipment is used extensively throughout the Marine, oil and gas, energy generation, aviation and industrial sectors. Sustained investment in R&D over the past 25 years has enabled Parker Kittiwake to produce best-in-class systems for the accurate monitoring and analysis of in-service lubricants, hydraulics, wear metals, fuels, gasses and acoustic emissions. In addition to ensuring compliance to global regulations, Parker
Kittiwake’s conditioning-monitoring systems are used to provide the earliest indication of failure. This enables operators to use predictive and proactive maintenance to minimize repair costs and extend the lifetime of the equipment.
By supporting an intelligence-led approach to maintenance, condition-monitoring equipment can significantly reduce system downtime and make a direct contribution to increasing productivity and profitability.
Parker Kittiwake is a $16.5bn engineering corporation, serving customers from a worldwide network of technical support centres. Winner of the Lloyds List Engineering Award, 2016, Parker Kittiwake holds several patents and its systems are used to monitor many thousands of vessels over the past 25 years at all levels of sophistication value and complexity. In every case giving the operator vital information in advance of the action required.
As a global leader in condition-monitoring equipment, Parker Kittiwake is synonymous with efficiency and innovation and is trusted to ensure the highest levels of protection.
Please download the XRF Analyzer Brochure to learn more
Article contributed by Dr David Atkinson, principal chemist, Parker Kittiwake
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Bunker Quality: Why Changes to ISO 8217 Increase the Need for Condition Monitoring
Ready or not, the age of the ‘smart’ factory is upon us in ways only a few short years ago were inconceivable. Today, any industrial sector business whose plant floor is not online may well find itself struggling to maintain a competitive advantage. Machine Condition Monitoring is being revolutionized by the Internet of Things (IoT) technologies, quickly replacing traditional monitoring of assets—gathering data through a time-consuming manual or semi-manual process—where manpower, time and other resources are required.
Cloud-based IoT advanced condition monitoring utilizing sensors, mobile devices and the cloud can assist in predicting equipment failures, save money and allow employees to do a lot more with less. Considering these facts, it makes perfect sense for a plant utilizing the ‘old way’ to make the move to this latest technology. So, if your business is considering making the upgrade, there are few things you need to know before getting aboard this hi-tech juggernaut.
Define desired outcomesWhen considering the implementation of a cloud-based IoT machine condition monitoring system, a strategy must be in place that will best define what you want to achieve.
What are you trying to impact? How will success be measured? Who will be responsible for the system?
Other factors that need to be evaluated at the beginning of the process include cost and ROI. While the cost has decreased significantly over the years, companies must take a hard look at not just the initial investment in hardware and software, but the downstream expenses as well: retrofitting, planned downtime versus unplanned downtime, consulting and subscription costs.
Of course, there are operational considerations—staff training, redeployment of existing resources, scheduling, management support, etc. Once you develop a plan of action and set goals, you will be better prepared to make the IoT decision that’s best for your operation.
Start small and simple
The process of launching and maintaining an IoT program can be intimidating - to engineers, maintenance staff, and to management as well. The answer is to start off on a level which allows you to focus on mission-critical assets and key plant floor issues. It’s also important to create an accurate baseline measurement of process functionality before the new technology is employed.
Easing into IoT, installing the system on a limited number of machines, will also set the stage for long-term success. This modus operandi will allow the entire team to better understand the hardware, software and critical processes without the inherent large-scale frustrations and defeatist attitude that could lead to disaster.
Leverage expertise
Chances are, you are not going to be able to make the leap to IoT machine condition monitoring on your own; there’s just too much ‘under the hood’ that only a true expert in the field will understand. The company from which you purchase the technology is your most likely source for providing the consultation necessary to keep your investment on track.
But you also need to lean on the experts in your organization that can speak to maintenance and technology needs that will make the implementation of an IoT condition monitoring system valuable.
Embrace the technology
Often the Achilles’ heel in the process of introducing this technology onto the plant floor is employee buy-in. In the mind of many workers, ‘new’ does not always mean better, and there’s the question of how this technology will affect ‘my current job.’ An explanation of the technology and its benefits is a critical step to make the transition as smooth as possible with these stakeholders.
Skills and knowledge will breed success. This may require new positions to be created—data analysts and networking engineers for example. Retraining of maintenance technicians will be critical. Ultimately, the goal for everyone will remain the same—keep the plant floor running smoothly.
If you’re expecting immediate gratification—financially and operationally— from your shiny new IoT investment, you will most likely be disappointed. Most companies report a time period of months, sometimes a year or two, before the system is operating at its fullest and most efficient. Staying the course and heeding the advice of experts will provide your company with a significant advantage over the competition.
The Parker solution
Parker can help companies—large and small alike—navigate their way through this new technology. Our easy-to-use cloud-based condition monitoring solution is ideal for accurate and reliable data gathering for predictive maintenance solutions. From the planning stage through full operation, the Parker team will be there.
Parker’s innovative SensoNODE™ Gold Sensors and Voice of the Machine™ Software utilize cloud technology to monitor machines continuously and remotely. With a web-based platform, users can get data from anywhere, anytime.
Facilitating the digital transformation
As a leader in cloud-based machine condition monitoring, Parker is helping industrial and commercial companies make the digital transformation to the Internet of Things (IoT) and full-factory connectivity.
View the comprehensive overview of Parker’s complete line of condition monitoring products or see the Parker solution at Booth #730 at Sensors Expo in San Jose, June 25 – 27.
Article contributed by Westin Siemsglusz, IoT market sales manager, Parker Hannifin Corporation.
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Hydraulic sealing systems used in aviation technology applications are exposed to particularly challenging ambient influences such as extreme temperature fluctuations and aggressive pressure media. Major temperature fluctuations and aggressive media cause sealing materials to age faster than those used in conventional applications, resulting in impaired seal performance. Consequently, these application conditions and special mating surfaces require sealing systems that meet the required range of performance at high levels of reliability.
Rod seals for cylinders and actuators seal the applied system pressure toward the atmospheric side. They perform a critical function in preventing external leakage that may contaminate the immediate environment. The rod seals LB and LS have been specially developed for the safety-critical applications in aviation and offer high reliability and wear resistance due to their seal geometry and material selection.
Application examples:
LB rod seal for hydraulic actuators in aviation
The LB rod seal is used when particularly high sealing performance and wear resistance are required and conventional compact seals do not satisfy the specific demands of the aviation industry.
It consists of an NBR lip ring and a PTFE anti-extrusion ring. Among other things, it is characterized by exceptionally high static and dynamic sealing performance which is achieved by optimized seal geometry on the static and on the dynamic side of the seal.
A back-up ring on the back of the seal provides improved extrusion resistance. When appropriate materials are selected, the LB rod seal is suitable for wide temperature ranges. If required, its wear resistance can also be further enhanced significantly by selecting suitable materials.
Advantages of the LB rod seal include:
Range of application
LS rod seal for hydraulic and electromechanical actuators in aviation
The LS rod seal is particularly well-suited for high temperatures. It consists of a PTFE rod sealing ring, a PTFE anti-extrusion ring and an elastomer O-ring as a preloading element. Due to its wide variety of material combinations, it is characterized by a diverse range of applications – particularly in use with aggressive media and in wide temperature fields. The additional back-up ring at the back of the seal enhances extrusion resistance when pressure peaks occur and thus significantly increases the service life of the sealing system. The width of the back-up ring can be adjusted according to the groove so that in many cases there is no need for modification of an existing groove.
Advantages of the LS rod seal include:
Range of application
Learn more in our Brochure: Rod Seals for Hydraulic and Electromechanical Actuators in Aviation (MIL-G-5514 / AS4716)
This blog post was contributed by Fabio Bueti, market unit manager aerospace, and Selim Alacali, application engineer aerospace, Engineered Materials Group Europe, Prädifa Technology Division
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Parker Aerospace is taking its industry-leading fluid atomization technology, including best-in-class fuel nozzles, to the next level through additive manufacturing (AM). Traditional techniques for making fuel nozzles use subtractive machining techniques, which lead to significant materials waste, increased lead time, and increased development costs. Substantial improvements to the aerodynamics of fuel nozzle injectors were not possible because of the limitations and constraints of the subtractive machining techniques. The internal flow passages, which are critical to the performance of the fuel spray, could not be optimized as a result of these constraints.
Current and future aerospace fuel component designs benefit from additive manufacturing in several ways. Better combustion for cleaner-burning engines, greater fuel efficiency, and other benefits are achieved through design optimization and advanced engineering and manufacturing techniques.
Parker Aerospace has completed multiple additive manufacturing builds for aerospace applications. For example, inner air swirlers had been designed and are planned for tests on ground engines later this year. Successful weld trials with additive manufacturing components have advanced well beyond prototypes. Parker engineers test the components’ integrity with CT scans, X-rays, vibration testing, and other means.
Some additive manufacturing components have progressed into their second round of design iterations. An inner heat shield for air blast nozzles, for example, is moving through testing and into an advanced development phase.
To support the development of additive manufacturing components, Parker’s Gas Turbine Fuel Systems Division (GTFSD) is dedicating resources and personnel for these advanced manufacturing processes, and ramping up procurement of needed equipment. The work of the GTFSD additive manufacturing team builds on a long history of additive manufacturing that has been underway for years at Parker Hannifin Corporation’s Center of Excellence. The long list of Parker collaborators includes specialists in data management, materials analysis, measurement, and other additive manufacturing skill sets who have previously worked with Parker and its OEM partners in other applications outside of aerospace.
Parker’s development for additive manufacturing fuel nozzles in aerospace applications has come far enough that an additive manufacturing nozzle is already going into production for use with non-aerospace power generation. Parker Aerospace has been approved by an OEM customer for a first engine platform to be produced using an additive manufacturing part that will go into field service. This accomplishment is a significant milestone that will build a foundation for the application in aerospace use.
Parker has a diverse history of partnerships with OEMs in many industries, including aerospace. These partnerships provided opportunities for faster development times, better performance, and cost reductions to OEM partners. The resulting best practices transfer to current projects.
Additive manufacturing techniques improve the fuel flow paths within nozzles. Improved fuel flow paths enable better fuel film formation and atomization performance for optimizing fuel distribution within engine combustion chambers, improving combustion performance. The new additive manufacturing nozzle design is optimized for fuel flow path, among other improvement features. The fuel flow path cross-sectional area is designed to decrease in the direction of the flow, which leads to an increase in fuel flow speed, a reduction in fuel residence time, and a commensurate reduction in the propensity for coking and clogging of flow paths over time.
Improved aerodynamic and spray performance are accomplished largely through modified swirler vane geometries, better fuel prefilming, and improved spray patternation. Advanced flow field diagnostic techniques, including laser diffraction droplet size measurement and phase Doppler interferometry, have demonstrated superior spray performance of the additive manufacturing air blast injector when compared to a conventionally manufactured injector.
Parker is currently validating the aerodynamics and spray performance of the additive manufacturing injector to establish equivalency and obtain ISO and AS certifications, FAA approvals, and buy-in from aerospace OEMs.
Parker’s evaluation of new additive manufacturing components also includes experimenting with various powders to enhance surface finish, mechanical properties, and geometric accuracy of the components and assemblies. The effects of other, secondary processes, including heat treatment, hipping, etc., are also being studied.
Proper fuel atomization and dispersion are both important to the efficient combustion of fuel. But how much? Parker has found that uniformity of film, or homogeneous thin film that interacts with a high-velocity air stream, leads to optimal atomization of fuel. We have documented a 30- to 40-percent reduction in droplet size under varying conditions (e.g., injector air pressure drops). A 40- to 50-percent emission reduction is anticipated as potential for lean burn engine systems. Parker has filed both design and utility patents for the additive manufacturing designs.
Improving the performance of an OEM’s product is one important goal in all Parker partnerships. But improving the OEM’s operations is another critical objective. In the development of the Inner heat shield mentioned above, what was previously made from three machined pieces is now a single piece, made with additive manufacturing from nickel-based material. A 3D printer uses laser beam fusion to create the single piece, which has a single part number to inventory and track versus three previously.
Additive manufacturing also positively impacts the product development cycle by reducing supply chain requirements and speeding a product’s time to market.
As a component supplier, Parker can also report a reduction in waste of raw materials and a lowering of energy usage with the use of its additive manufacturing techniques.
As Parker engineers validate fuel aerodynamics improvements and resulting spray performance to obtain certifications this year, the goal for 2020 is for OEM partners to receive additive manufacturing components for testing in their new aerospace engines. Additive manufacturing of fuel system components should help OEMs dramatically speed time to market in the future.
Parker’s long-range goals for additive manufacturing are to expand its list of aerospace components to include valves, housings, fuel mixers, and more. Additive manufacturing products will meet FAA certification standards and AS quality requirements. Eventually, ISO, SAE, ANSI, and other standards will be met, as well.
And as Parker’s product offerings in additive manufacturing grow, so will risk mitigation efforts and safety audits. Safety goals include identification of required maintenance and additive manufacturing machine health “checkups.” As with other Parker products made for a wide variety of markets, it will be important to define processes, procedures, and best practices needed for maintaining best-in-class status.
At Parker, a customer-focused philosophy extends beyond design—to operations, maintenance, and eventually replacement with even better products.
For more information, visit http://www.parker.com/gasturbine.
The Paris Air Show is the largest and longest-running aerospace trade show in the world, bringing together all the players in this global industry around the latest technological innovations.
Visit Parker Aerospace in Hall 5, stand C210 to learn about our mastery of flight control, hydraulic, fuel, inerting, fluid conveyance, thermal management, pneumatic, and lubrication systems and components.
This post was contributed by the additive manufacturing team of the Parker Aerospace Gas Turbine Fuel Systems Division.
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Every year, students from all over the world come to compete in the National Fluid Power Vehicle Challenge. Previously named the "Parker Chainless Challenge," this competition has grown to include additional universities and a wide range of engineering students since its launch in 2006. This year’s teams include Cal Poly San Luis Obispo, Cleveland State University, Colorado State University, Iowa State University, Kennesaw State University, Milwaukee School of Engineering, Montana State University, Murry State University, Purdue NW University, Purdue University, University of Akron, University of Cincinnati, University of Denver, University of Utah, Western Michigan University, and West Virginia University Institute of Technology. Out of the 13 schools that participated, six are Parker Lab Schools.
The competition is designed in five phases starting in the fall, which allows students to design, build, test, present and race their finished bikes. The purpose of the event is to expand students’ knowledge of fluid power components, circuits and systems along with participating in a team atmosphere during their senior design capstone project. By March, students are prepared for the final competition, which was held in Denver, Colorado this year. During the final competition, teams presented their design process and demonstrated the function of their bikes. The final competition also includes judging for three races: a sprint race, an efficiency race and an endurance race.
To gain additional knowledge, each team is able to reach out to several industry partners to help design their innovative vehicles. Parker worked alongside Western Michigan University, University of Akron and Cleveland State University. Involved with each team, was a dedicated Parker mentor who provided technical support, guidance on best practices and many other rewarding exchanges. Parker has been an ongoing sponsor of this event since it was transitioned to the National Fluid Power Association in 2016 and hopes to continue to participate and inspire students in engineering.
The champions
Although it was a tight race, Cleveland State University (CSU) was the overall winner of the competition. CSU placed first in the sprint race, and won the best presentation and best design competitions. Jen, Jason, Matt, Markus, Patrick and Sean spent countless hours designing the winning bike with the help of Parker mentor Nate Settlemire and CSU Advisor Bogdan Kozul. According to the team, they learned many valuable lessons along the way which consisted of things like function loss in fittings and mechanical issues when it pertained to their gear ratios. The team overcame many obstacles and stuck it out to take home the gold. Great job CSU!
Congratulations to all the winners
This article was contributed to by Valencia Rucker, market manager-university, Parker Hannifin Corporation.
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Conductive elastomer EMI shielding gaskets use metallic particles to create a conductive path and shield enclosures from electromagnetic radiation. A key measurement of these gaskets is Electrical Volume Resistivity. Gaskets that have a lower DC resistivity generally indicate a more conductive particle. In many cases, this lower resistance / higher conductivity is associated with better levels of shielding effectiveness. This explains why gaskets with silver particles, which are very conductive, often out-perform gaskets with graphite particles. However, this is not always the case.
A common misconception is that a measurement of DC resistivity can directly predict shielding effectiveness. Over the years, material science evolution has proven that EMI gaskets with higher DC resistance can produce higher levels of shielding effectiveness in some cases compared to gaskets with low measured DC resistance.
How can that be possible, a conductive elastomer EMI gasket with 20x greater DC resistivity that actually has a HIGHER shielding effectiveness? Well, that's because there are many factors have an impact on shielding effectiveness of a conductive elastomer EMI gasket and the volume resistivity value is only one. Other aspects of EMI gasket material and enclosure seam design which can effect shielding effectiveness are as follows:
Gasket aspects:Check out the Parker Chomerics Conductive Elastomer Handbook for more information on EMI Shielding Theory and the specific properties of various types of conductive elastomers.
This blog post was contributed by Ben Nudelman, market development engineer, Chomerics Division.
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Some are fond of saying that “it’s not the destination but the journey that counts.” The Stratoflex Products Division (SPD) of Parker Aerospace might argue that it is both. The division has spent the last 18 months laying the groundwork for its zero defects program (ZDP), putting in place the training, technologies, and processes needed to help it continue along the path toward flawless manufacturing.
Specialists in engine fluid conveyance systems, SPD partners with airframe and engine providers to craft customized solutions for each application, integrating everything from hoses, couplings, swivels, regulators, and fuses to fuel lines, main landing gear hydraulics, and galley cooling into best-in-class systems. Developing such innovative and high-performance systems requires a fluid conveyance partner with a mindset for continuous improvement, which is why Stratoflex has embraced ZDP.
ZDP is a method that allows companies to identify and manage both known and unknown variables while predicting risk. The program is designed to use performance as a predictor of risk and helps to illuminate where improvement, corrective action, and risk mitigation need to be addressed. It also helps predict and prevent other potential escapes, whether in SPD operations or in our supply chain. Such ongoing process monitoring also affects product design, motivating design engineers to “design right the first time.”
Today, engine and airframe customers are no longer satisfied with simply receiving a product; every product received must now be on-time and on-quality. To assure that these standards are met, customers are raising the bar, demanding a higher level of quality and root-cause corrective action when quality standards are not met. In fact, many customers have established their own formal zero-defect programs.
This insistence on quality is due in part to historically high ramp rates for commercial aircraft. Boeing and Airbus both had record aircraft deliveries in 2018 and are anticipating continued high-production outputs. This puts enormous pressure on suppliers to provide products that precisely match requirements in every way, every time.
Additionally, the international effort establishing AS 9100 as the single quality management system used within the aerospace industry has also raised quality expectations. The industry has moved toward requiring subcontractors and suppliers to be AS9100 compliant and/or certified. By conforming to the standard, suppliers must be able to:
For SPD, meeting these mandates has meant implementing a three-pronged approach to zero defects. Stratoflex is not alone in its efforts to eliminate defects; Parker Aerospace and all of its manufacturing divisions are embracing ZDP.
ZDP starts with a mindset for quality.
“We’re working hard to create mindsets that won’t produce, pass on, or accept defects at SPD. We’re conducting training sessions to determine how the construct of zero defects relates to all employees, both in the factory and the office, and how quality and safety are interwoven. By understanding and agreeing on what’s important, we’re creating a culture of quality. For each and every one of us at Stratoflex, there’s no such thing as good enough.”
— David Withrow, site operations manager for Stratoflex
Quality mindsets at SPD are being augmented by quality-focused technologies that enable a deeper dive into defect detection and root causes. For example, Stratoflex has begun using process failure mode effects analysis (PFMEA) to analyze, identify, and rate risk within an existing process. The highest risk ratings are immediately targeted for elimination or mitigation.
By allowing Stratoflex to continually examine processes, PFMEA weeds out the potential for error in design, manufacturing, and purchasing. But the benefits don’t end there. PFMEA also helps move suppliers toward a zero-defect reality. In one case, SPD was able to a help a supplier digitize its material certification documents. This enabled faster digital transfer, saving time and increasing accuracy while automating conformance inspections.
New quality processes are being instituted as well. SPD is now moving toward advanced quality product planning (APQP), a structured process embraced by the automotive industry to ensure customer satisfaction when introducing new products or processes. APQP offers a framework of standardized quality requirements that enables suppliers to design a product that satisfies the customer.1 Core APQP tools include failure model and effects analysis (FMEA), measurement systems analysis (MSA), statistical process control (SPC), and production part approval process (PPAP).
When properly implemented, APQP ensures that the voice of the customer is clearly heard, understood, and translated into requirements, technical specifications, and special characteristics. Once begun, the process never stops, leading to early identification of risk and change, resulting in continuous improvement and innovations that support customer delight1.
Are customers delighted with SPD’s ZDP efforts? The answer is yes. New customer-focused solutions are emerging as SPD looks for ways to automate processes and eliminate defects. For example:
As SPD begins exercising the ZD parameters it has in place, the journey to perfection will accelerate. Waste and cost will be reduced, products will consistently meet specifications, and customers will be satisfied, leading to greater opportunities and partnerships.
Attending the 2019 Paris Air Show?
The Paris Air Show is the largest and longest-running aerospace trade show in the world, bringing together all the players in this global industry around the latest technological innovations.
Visit Parker Aerospace in Hall 5, stand C210 to learn about our mastery of flight control, hydraulic, fuel, inerting, fluid conveyance, thermal management, pneumatic, and lubrication systems and components.
1. https://quality-one.com/apqp/
This post was contributed by Mark Vogel, director of quality for the Stratoflex Products Division of Parker Aerospace.
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