1.1 本规程涵盖了在线、非侵入式、直通式油屑监测系统的最低要求，该系统监测来自工业航空衍生产品和飞机燃气涡轮发动机轴承的铁磁性和非铁磁性金属磨损碎屑。燃气轮机发动机是装有高速滚珠轴承和滚柱轴承的旋转机器，这些轴承可能是导致二次损坏可能性高的故障模式的原因。 ( 1. ) 2. 1.2 本规程中考虑的金属磨屑尺寸范围为120 μm（微米）及以上。金属磨损碎屑超过1000 μm的尺寸大于1000 μm。 1.3 本规程适用于以下润滑剂:多元醇酯、磷酸酯、石油工业齿轮油和石油曲轴箱油。 1.4 本规程适用于金属磨损碎屑检测，而非清洁度。 1.5 以国际单位制表示的数值应视为标准值。 括号中给出的值仅供参考。 1.6 本标准并非旨在解决与其使用相关的所有安全问题（如有）。本标准的用户有责任在使用前制定适当的安全、健康和环境实践，并确定监管限制的适用性。 1.7 本国际标准是根据世界贸易组织技术性贸易壁垒（TBT）委员会发布的《关于制定国际标准、指南和建议的原则的决定》中确立的国际公认标准化原则制定的。 ====意义和用途====== 4.1 本规程旨在应用在线全流感应磨屑传感器。根据 ( 1. ) ，通过飞机和航空发动机的整个润滑油流- 通过碎屑监测装置的衍生燃气轮机是确保足够检测效率的首选方法。 4.2 长期以来，润滑油的定期采样和分析一直被用作确定整体机械健康状况的手段 ( 2. ) . 在较高转速和能量下运行的机械采用较小的滤油器孔径，降低了采样油分析在严重损坏之前确定异常磨损的有效性。此外，对远程或难以监控或访问的设备进行油样分析是不现实的。对于这些机械系统，在线磨屑传感器可以非常有用地提供实时和接近实时的状态监测数据。 4.3 在线全流感应式碎屑传感器已证明能够检测和量化铁磁性和非磁性碎屑- 铁磁性金属磨屑。这些传感器根据尺寸、数量和类型（铁磁性或非铁磁性）记录金属磨损碎屑。传感器可用于各种尺寸的油管。传感器专门设计用于保护关键机器应用中的滚动轴承和齿轮。轴承是机器中的关键元件，因为其故障通常会导致严重的二次损坏，从而对安全性、操作可用性或操作/维护成本或其组合产生不利影响。 4.4 该传感器的主要优点是能够检测早期轴承损伤，并量化损伤的严重程度和失效进展速度，以达到某些预定义的轴承表面疲劳损伤限制磨痕。传感器能力总结如下: 4.4.1 在线全流非侵入式感应金属探测器，无移动部件。 4.4.2 检测铁磁性和非铁磁性金属磨损碎屑。 4.4.3 检测95 % 或超过某些最小粒度阈值的金属磨屑。 4.4.4 检测到的磨屑数量和大小。 4.5 图1 提供了一个广泛使用的图表 ( 2. ) 描述金属磨屑从正常故障释放到灾难性故障的过程。必须指出的是，该图总结了从各种不同磨损模式中观察到的金属磨屑，这些磨损模式包括抛光、摩擦、磨损、粘附、研磨、划痕、点蚀、剥落等，如许多参考文献中所述 ( 1- 11 ) ，滚动轴承的主要失效模式是剥落或宏观点蚀。当轴承剥落时，接触应力增加，导致轴承表面材料内形成更多疲劳裂纹。现有次表面裂纹的扩展和新次表面裂纹的产生导致材料持续劣化，使其成为粗糙的接触面，如所示 图2 . 这种劣化过程会产生大量金属磨屑，其典型尺寸范围为100至1000微米或更大。因此，旋转机械，如燃气轮机和变速箱，包含由硬钢制成的滚动轴承和齿轮，往往会产生这种大的金属磨损碎屑，最终导致机器故障。 图1 磨屑特性 图2 典型轴承剥落 4.6 在线磨损碎屑监测提供了更可靠、更及时的轴承损坏指示，原因如下: 4.6.1 首先，旋转机器上的轴承故障往往是在没有足够警告的情况下发生的，并且只能通过定期检查或数据采样观察来错过。 4.6.2 其次，由于检测到的是较大的磨损金属碎屑，因此与较小颗粒相关的正常摩擦磨损的错误指示概率较低。 4.6.3 第三，制造或维修活动产生的建筑碎片或残余碎片可以与实际损坏碎片区分开来，因为前者记录的累积碎片数趋于减少，而后者记录的碎片数趋于增加。 4.6.4 第四，轴承失效试验表明，磨屑尺寸分布与轴承尺寸无关。 ( 2- 5. ) 和 ( 11 ) .

1.1 This practice covers the minimum requirements for an in-line, non-intrusive, through-flow oil debris monitoring system that monitors ferromagnetic and non-ferromagnetic metallic wear debris from both industrial aero-derivative and aircraft gas turbine engine bearings. Gas turbine engines are rotating machines fitted with high-speed ball and roller bearings that can be the cause of failure modes with high secondary damage potential. ( 1 ) 2 1.2 Metallic wear debris considered in this practice range in size from 120 μm (micron) and greater. Metallic wear debris over 1000 μm are sized as over 1000 μm. 1.3 This practice is suitable for use with the following lubricants: polyol esters, phosphate esters, petroleum industrial gear oils and petroleum crankcase oils. 1.4 This practice is for metallic wear debris detection, not cleanliness. 1.5 The values stated in SI units are to be regarded as standard. The values given in parentheses are provided for information only. 1.6 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. 1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee. ====== Significance And Use ====== 4.1 This practice is intended for the application of in-line, full-flow inductive wear debris sensors. According to ( 1 ) , passing the entire lubrication oil flow for aircraft and aero-derivative gas turbines through a debris-monitoring device is a preferred approach to ensure sufficient detection efficiency. 4.2 Periodic sampling and analysis of lubricants have long been used as a means to determine overall machinery health ( 2 ) . The implementation of smaller oil filter pore sizes for machinery operating at higher rotational speeds and energies has reduced the effectiveness of sampled oil analysis for determining abnormal wear prior to severe damage. In addition, sampled oil analysis for equipment that is remote or otherwise difficult to monitor or access is not practical. For these machinery systems, in-line wear debris sensors can be very useful to provide real-time and near-real-time condition monitoring data. 4.3 In-line full-flow inductive debris sensors have demonstrated the capability to detect and quantify both ferromagnetic and non-ferromagnetic metallic wear debris. These sensors record metallic wear debris according to size, count, and type (ferromagnetic or non-ferromagnetic). Sensors are available for a variety of oil pipe sizes. The sensors are designed specifically for the protection of rolling element bearings and gears in critical machine applications. Bearings are key elements in machines since their failure often leads to significant secondary damage that can adversely affect safety, operational availability, or operational/maintenance costs, or a combination thereof. 4.4 The main advantage of the sensor is the ability to detect early bearing damage and to quantify the severity of damage and rate of progression of failure towards some predefined bearing surface fatigue damage limiting wear scar. Sensor capabilities are summarized as follows: 4.4.1 In-line full flow non-intrusive inductive metal detector with no moving parts. 4.4.2 Detects both ferromagnetic and non-ferromagnetic metallic wear debris. 4.4.3 Detects 95 % or more of metallic wear debris above some minimum particle size threshold. 4.4.4 Counts and sizes wear debris detected. 4.5 Fig. 1 presents a widely used diagram ( 2 ) to describe the progress of metallic wear debris release from normal to catastrophic failure. It must be pointed out that this figure summarizes metallic wear debris observations from all the different wear modes that can range from polishing, rubbing, abrasion, adhesion, grinding, scoring, pitting, spalling, etc. As mentioned in numerous references ( 1- 11 ) , the predominant failure mode of rolling element bearings is spalling or macro pitting. When a bearing spalls, the contact stresses increase and cause more fatigue cracks to form within the bearing subsurface material. The propagation of existing subsurface cracks and creation of new subsurface cracks causes ongoing deterioration of the material that causes it to become a roughened contact surface as illustrated in Fig. 2 . This deterioration process produces large numbers of metallic wear debris with a typical size range from 100 to 1000 microns or greater. Thus, rotating machines, such as gas turbines and transmissions, which contain rolling element bearings and gears made from hard steel tend to produce this kind of large metallic wear debris that eventually leads to failure of the machines. FIG. 1 Wear Debris Characterization FIG. 2 Typical Bearing Spall 4.6 In-line wear debris monitoring provides a more reliable and timely indication of bearing distress for a number of reasons: 4.6.1 Firstly, bearing failures on rotating machines tend to occur as events often without sufficient warning and could be missed by means of only periodic inspections or data sampling observations. 4.6.2 Secondly, since it is the larger wear metallic debris that are being detected, there is a lower probability of false indication from the normal rubbing wear that will be associated with smaller particles. 4.6.3 Thirdly, build or residual debris from manufacturing or maintenance actions can be differentiated from actual damage debris because the cumulative debris counts recorded due to the former tend to decrease while those due to the latter tend to increase. 4.6.4 Fourthly, bearing failure tests have shown that wear debris size distribution is independent of bearing size. ( 2- 5 ) and ( 11 ) .