Proceedings of ASMEProceedings

Turbo Expo of
2004
ASME TURBO EXPO
Power for Land, Sea,2004
and Air
June 14-17, Vienna, Austria
June 14-17, 2004, Vienna, Austria

GT2004-53578
GT-2004-53578

ADVANCED TRANSMISSION AND OIL SYSTEM CONCEPTS FOR MODERN AERO-ENGINES

M. Klingsporn
Rolls-Royce Deutschland
Eschenweg 11, 15827 Dahlewitz, Germany
Email: Michael.klingsporn@rolls-royce.com

ABSTRACT
For better efficiency of modern gas turbine aero-engines, INTRODUCTION
higher compressor pressure ratios, operating temperatures and To further increase the efficiency of modern gas turbine
shaft speeds are proposed which lead to increased demands also aero-engines, new engine concepts are proposed with higher
on transmission and oil system components. As a response to compressor pressure ratios, operating temperatures and shaft
these demands, the European research project “Advanced speeds. Furthermore, the aircraft manufacturer and airlines
Transmission and Oil System Concepts” (ATOS) was require improved reliability, reduction in weight, costs and
established to develop innovative transmission and oil system development lead time. This affects engine oil system and
concepts in commercial gas turbines. transmission components that have to cope with higher
The present paper, written by the project co-ordinator, temperatures and mechanical loads at reduced dimensions and
discusses the design trends and objectives of recent research weight.
work. Furthermore, the main results of experimental and Progress in the transmission and oil system technologies
theoretical work on hybrid (ceramic) bearings, two-phase flow has traditionally lagged behind the development of the main gas
visualization and heat generation in bearing chambers, auto path components, such as compressors, combustors, and
ignition temperature of oils for oil fire prevention, air/oil turbines. Many of the major sources of difficulty during the
separation, novel electrically driven oil pumps, shaft buckling development phase of a new engine and of troublesome failures
as well as dual-alloy shaft technology are presented. during the introduction into service phase are now occasioned
Special emphasis will be on two-phase flow aspects related by main line transmissions or external components. These
to bearing chambers in aero engines. components comprise the long shafts and their vital associated
systems of bearings, oil delivery, scavenge and vent systems,
bearing chambers, air blown seals and pumps.
NOMENCLATURE To address the above mentioned demands, the 3-year
Symbols European research project “Advanced Transmission and Oil
b width [m] System Concepts” (ATOS) was established in the year 2001.
D hydraulic diameter [m] The consortium consists of 13 partners from major industry
h height [m] (Avio, Britte, Dunlop Fluids Systems, FAG Kugelfischer, MTU
Re Reynolds number [-] Aero-Engines, Hispano-Suiza, Rolls-Royce, Rolls-Royce
u velocity [m/s] Deutschland, Techspace-Aero) and leading Universities
w mass flow [kg/s] (Karlsruhe, Liege, Nottingham, Southampton).
η separation efficiency [-] The project was focused on the following research areas as
ν kinematic viscosity [m2/s)] illustrated in Fig. 1:
• engine and rig tests of hybrid (ceramic) bearings,
Indices • two-phase flow visualisation and 3-D LDA
ax axial (Laser-Doppler-Anemometry) measurements,
in inlet comparison with CFD prediction and
out outlet measurement of heat generation in a bearing
sh shaft chamber,

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 • measurement of minimum differential pressure Test results showed that the overall required operating
across an air/oil seal; measurement of auto parameters for engine applications can be sustained by hybrid
ignition temperature of oils at elevated pressures bearings and that the bearing stress conditions such as
for oil fire prevention, temperature and cage slip are reduced. Considering the most
• two-phase flow in vent system components and critical requirement for engine main shaft bearings - no risk of
systematic study of separation efficiency of air/oil total failure in the case of a damage - the test results are very
separators, promising regarding the potential performance capability of
• application of electrically driven oil pumps for hybrid bearings.
more design flexibility as a step towards the more
electric engine, Electrostatic Sensor
• Comparison of FE (Finite Element) methods and Another significant aspect is the health monitoring of
test results to validate shaft buckling methods, ceramic elements as common debris monitoring systems (e.g.
validation of innovative dual-alloy shaft Magnetic Chip Detectors) can only detect ferromagnetic
technology for light and compact engines. particles; inductive techniques are also limited to metals. As a
potential technology, electrostatic sensors were investigated to
The technical objectives are to develop innovative products detect the onset of wear for lubricated ceramic to steel contacts.
such as hybrid (ceramic) bearings, electrically driven oil pumps The experiments from Wang et al [2] on a laboratory-based
and innovative shaft technology for more efficient, safe, and pin-on-disc rig allowed the ranking of different material
reliable engine systems as well as lighter and cheaper combinations for rolling elements and races, see Table 1.
component designs. Furthermore, optimized analytical methods The best combinations among the tested materials are the
for aero-engine bearing chamber design, two-phase flow Si3N4/M50NiL DH under 60N load and Si3N4/M50NiL under
separation, oil fire prevention, and shafts will improve 120 N load with Si3N4 pin.
timescales, efficiency and costs of the development process.
Due to the wide range of research topics, this paper can Table 1: Specific wear rates and ranking of the
only give an overview on the objectives and main results. material combinations [2]
Details were already published for some topics that will be
discussed in the following, further publications are expected in Combinations Load SWR-Pin Rank SWR-Disc Ran
the near future. (Pin/Disc) (N) (mm3/N.m) (mm3/N.m) k
M50/M50 60 3.25×10-7 2 1.85×10-5 3
VALIDATION OF HYBRID BEARINGS M50/M50 NiL 60 3.52×10-7 3 3.07×10-5 4
Today’s engines rely on traditional rolling element M50/XT3 60 3.59×10-7 4 5.54×10-7 1
bearings made of steel. The weight induced self-load of such M50/XT1 60 5.57×10-7 5 6.90×10-5 5
bearings limits them inherently to speeds and diameters which M50/XT2 60 2.15×10-7 1 4.80×10-6 2
the next generation of gas turbine engines will exceed.
Novel bearing technology includes hybrid (ceramic) and Si3N4/M50 60 3.23×10-9 6 2.02×10-7 4
magnetic bearings. Magnetic bearings are regarded as a long Si3N4/M50 NiL 60 1.77×10-10 2 2.49×10-8 2
term alternative and will still require a long development Si3N4/M50 DH 60 2.73×10-10 3 8.69×10-9 3
process. Emphasis in this project was on hybrid bearings as a Si3N4/ M50 NiL 60 3.97×10-11 1 3.08×10-9 1
short to medium term alternative. DH
As shown in literature e.g. by Ebert [1], hybrid bearings Si3N4/ XT3 60 1.68×10-9 4 3.08×10-9 1
utilizing light high strength ceramic roller elements in
combination with steel races have the potential to support
Si3N4/XT1 60 1.90×10-8 5 4.17×10-6 5
heavier loads with higher speeds at high operating Si3N4/XT2 60 1.08×10-7 7 2.33×10-5 6
temperatures. In addition, the friction coefficient for ceramic to Si3N4/M50 120 4.59×10-9 4 3.50×10-7 4
steel contact is lower which reduces heat generation in bearing Si3N4/M50 NiL 120 4.55×10-11 1 <1.05×10-9 1
chambers. Si3N4/M50 DH 120 2.05×10-9 3 5.54×10-8 3
To conclude, hybrid bearings have the potential to cope
with increased speed and loads, leading to better efficiency and
Si3N4/M50 NiL 120 8.55×10-9 5 5.32×10-7 5
DH
significant weight and size reduction. These benefits become
most obvious if a smaller bearing can be used, in particular in Si3N4/XT3 120 3.86×10-10 2 1.16×10-9 2
combination with innovative main shaft design leading to
smaller engines. Further experiments from Wang et al. [3] revealed that the
electrostatic sensor successfully detected the onset of wear as
Test Results on Hybrid Bearings shown in Fig. 2. A quantitative relationship between charge
To achieve a sufficient level of confidence in application level and silicon nitride wear volume was found to be useful in
of hybrid bearing in aero engines, the validation of innovative condition monitoring.
bearing technology was conducted with sub-scale and full scale
bearings under extreme operating conditions. The tests covered
heat generation, oil supply interruption, spall propagation and TWO-PHASE FLOW IN BEARING CHAMBERS
endurance tests. Main shaft bearings and gears are located inside the
bearing chambers and lubricated with oil. Sealing is typically

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 achieved by non-contact air blown labyrinth seals. The Modeling of the wall film flow for three-dimensional
application of more effective carbon or brush seals allows geometries including droplet/film interactions and its combina-
smaller air flow rates and hence provides benefits in engine tion with commercially available CFD codes was achieved
efficiency. However, improvements on costs and durability of within this project, Farrall et al. [6]. This allows the steady-state
such seals are still required. Research on air riding carbon seals prediction of gas flow, droplet trajectories, and wall film
was done within the former European projects, development of thickness for design studies. One main item of interest, the
such seals is ongoing in industry. tangential velocity driving the oil wall film, is well predicted in
Today's bearing chambers are designed according to particular. Ongoing experimental investigations on the wall
pragmatic rules based on experience of the manufacturer. Oil film flow characteristics will allow better validation of the sub-
leakage has to be avoided, and the amount of heat that is model for droplet/film interaction under aero engine conditions.
transferred to the oil must be minimized while keeping the wall Details will be presented by Farrall et al. [7].
surface temperature low to avoid oil degeneration (coking). The Bearings, in particular thrust (ball) bearings, are major
rules become less applicable for the conditions prevailing in sources of heat generation inside bearing chambers. Hybrid
today’s generation of engines because of higher temperatures, bearings discussed above can reduce such heat generation.
higher shaft speeds and reduced area. Detailed experiments on the effect of oil flow distribution to the
There is a clear need for improved design tools to predict bearings were conducted with variation of oil feed flow
the complex two-phase flow and heat transfer mechanisms distribution to the loaded side, unloaded side, and under race.
inside the bearing chambers as well as in scavenge and vent The measured temperatures allow optimum design of oil feed
pipes. Complex interrelated phenomena such as highly rotating for minimum bearing heat generation, see Flouros [8].
flow, oil jet disintegration and flow pattern, oil wall film flow The obtained results allow a better understanding of the
and its interaction with gas and droplets, performance of sca- flow phenomena inside bearing chambers. Furthermore,
venge and vent off-takes, and wall heat transfer has prevented advanced methods for the prediction of wall film flow were
full modeling but allowed investigation of single phenomena, developed. Besides the refinement of such sub-models, future
see Glahn and Wittig [4] amongst many other publications. activities should point towards the integration of sub-models
In the present study, the following aspects were into 3D transient two-phase CFD tools for arbitrary geometries.
investigated: This will allow early identification of critical hot areas and
- full 3-D bearing chamber air flow measurements, optimization of bearing chamber geometry.
- wall film flow characterization and modeling,
- modeling of wall films and droplet/film interactions,
- bearing heat generation. OIL FIRE AND OIL FIRE PREVENTION
Engine oil fires have become less frequent and are coped
The 3-dimensional pure air flow field inside a bearing with as they arise in development or in service. However,
chamber was determined experimentally by LDA for wide detailed effects are not well understood, see Baert [9]. The need
variations of rotational speed and sealing air flow, see Gorse et for oil fire prevention raised recently and will raise in future
al. [5]. The geometry is representative for an aero engine applications due to expected higher air and oil temperatures,
bearing chamber. The set-up is presented in Fig. 3 with bearing associated with higher compressor ratios. There are ongoing
chamber II used for the investigations. research projects on advanced carbon seals for bearing
The 3D air flow results were compared to CFD predictions chambers which will operate under these increased
and match the results satisfactorily, see also Farrall et al. [6]. It temperatures. This technology will require the fundamental
was found that the sealing air flow has reasonable impact on the understanding of oil fire phenomena. In combination with these
CFD results causing different flow pattern i.e. vortices as advanced technology, sealing air flows can be significantly
presented in Fig. 4. reduced leading to reduced breather mist as discussed in the
According to Gorse et al. [5], two different Reynolds- following section. Such sealing system concepts will be much
numbers are introduced to characterize the flow. Re_u (Eq. 1) simpler and lighter for more efficient engines.
describes the influence of the rotational speed whereas Re_in Two main aspects were studied experimentally:
(Eq. 2) characterizes the influence of the sealing air entering the - minimum differential pressure and oil flow
chamber. Since the flow field is dominated by the tangential characterization on a leaking seal
velocity component, the definition of the hydraulic diameter - auto ignition temperature of oils at elevated
D_h is based on the cross-section of the rectangular bearing pressures for different injection conditions.
chamber. These data will be used to update the manufacturers' design
rules for bearing chambers and vent systems to prevent oil
Re_u = u_sh D / ν and D = 2 b h / (b + h) (Eq. 1) leakage and subsequent oil fire in hot near turbine zones.
Re_in = u_ax_in D / ν (Eq. 2)
Leaking Oil Seal
Fig. 4 shows that for a constant shaft speed, e. g. Re_u of A test rig with a labyrinth seal with 5 fins of aero engine
450E3, and a low air flow rate the flow field is dominated by typical style and dimensions was set-up as shown in Fig. 5. The
the rotational speed. Increasing the air flow above Re_in of large chamber was partially made of perspex for optical access.
110E3, the influence of the sealing air becomes dominant. The Oil spray with representative droplet diameters of 20 - 100 µm
transition mode (TM) between the rotational speed driven mode and flow between 100 and 400 liter/hour was injected.
(RSDM) and the sealing air driven mode (SADM) occurs at For the assessment of the differential pressure across the
linearly increasing air flow rates. seal, the pressure inside the chamber at the seal location has to

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 be considered. It is emphasized that the vortex flow driven by understanding of possible mist generation phenomena and to
the rotating shaft leads to a significant radial pressure profile. systematically investigate the vent and air/oil separator system
This profile was scaled from measurements at an outer chamber to minimize oil loss and environmental impact. The work
diameter. The results show a quite low minimum differential concentrates on very small droplets with diameters below 10
pressure of less than 3.5 kPa to prevent leakage. Variation of micrometers because larger droplets can be separated with
rotational speed, oil feed flow rate and seal clearance revealed available technology.
only weak effects.
The leaking oil flow at low negative differential pressures Mist Generation
has been characterized as a film with minor mist concentration. There are several possible sources for mist generation such
In contrast, oil spray is observed at high differential pressures. as jet disintegration, shedding from rotating oil films on shaft,
Coarser spray was recognized for larger seal clearance. bearings, bearing chamber walls, vent line components like
It is concluded that the detailed understanding of the local valves and orifices. A vent line orifice and pressure maintaining
pressure distribution at the seals inside the bearing chamber is valve were experimentally studied for mist generation. No
essential for optimum sealing. This might be of even higher significant contribution could be identified so far.
relevance for future engine designs with contra rotating shafts
that cause a more complex flow pattern inside the bearing Mist Separation
chamber. Separation efficiency η is defined via the oil mass flows
as:
Auto Ignition Temperature η = (w_in - w_out) / w_in (Eq. 3)
The auto ignition tests were conducted according to
established standard procedures (ASTM-E and DIN), see To optimize separator technology, separation efficiency
Willenborg et al. [10] for detailed description of the rig, must be related to the droplet size and unit pressure drop.
instrumentation and test procedure. Auto ignition temperatures Separator dimensions and weight are typically driven by the
of turbine oils have been measured for pressures between 1 and acceptable pressure drop dictated by the engine system.
7 bar. The results in Fig. 6 show a decrease of auto ignition Experiments on a standard separator, see Fig. 7, have been
temperature with pressure. conducted. Oil mist with known droplet size distribution in the
It was found that increased oil temperature and better range of 1 to 10 µm and low concentration was injected.
atomization of the oil jet lead to lower auto ignition Separator speed, air flow, oil flow respective air/oil ratio have
temperatures. Variation of auto ignition temperature between been varied. The mean droplet size and oil volume
different oil brands was within 20 K. The measurements concentration have been measured with Laser Dispersion
confirm former results from Schmidt et al. [11], marked as O- Quotient (DQ) technique developed at the University of
160 oil in Fig. 6, that can be considered as minimum numbers. Karlsruhe [12]. This method accounts for the dependency of
However, these temperature can be exceeded in typical engine droplet light extinction on light frequency. Three different
applications as long as the ignition delay is significantly longer ZDYHOHQJWKV    P RI ODVHU OLJKW DUHDSSOLHG7KH
than the oil residence time within relevant engine sections. relations of the extinction at different light frequencies are
called Dispersion Quotients and depend only on droplet
diameter and known droplet refractive index. Assuming a
VENT FLOW AND BREATHER MIST normal logarithmic droplet size distribution, the mean droplet
Air/oil separation is of interest as there is a high potential diameter and the standard deviation can be determined.
of passenger and crew annoyance in case mist clouds blow out The following trends on separation efficiency have been
of the engine. These occurrences can be misinterpreted as the observed: increased air mass flow and droplet volume fraction
indication of a fire, which can lead to delays of flights. decrease the efficiency whereas larger droplets and higher
Bearing chambers are sealed by air blown seals as separator speed increase the efficiency.
described above. The sealing air is mixed with oil leading to Test results of an optimized separator confirm the baseline
mist formation. The flow conditions in the vent line are test results. The effect of the grade of the porous media has
determined by the bearing chamber design and sealing concept. been found to have only minor effect. It is concluded that the
The air/oil mixture is separated by centrifugal force in rotating flow pattern inside the housing and the rotor determine the
separators with porous elements driven by the accessory separation efficiency caused by the centrifugal forces.
gearbox. The air is blown overboard and the oil is returned to Significant improvement could be achieved by reducing
the tank. The residual oil fraction within the overboard air flow the sealing air flow through use of carbon or brush seals.
is the major source of oil consumption and contributes to
environmental pollution.
Better air/oil separation would allow: VARIABLE SPEED LUBRICATION PUMP
- increased customer satisfaction Today’s lubrication pumps are driven by the accessory
- reduced oil consumption gearbox and rotate at a speed proportional to that of the high
- potential for smaller oil tank and weight reduction pressure spool. The result is that the supply of oil at a given
- reduced environmental pollution speed is not necessarily what the engine requires due to thermal
load and ambient temperatures, but what the pump happens to
The same benefits could be obtained by avoidance of mist deliver. The development of an electrically driven variable
generation. Both aspects were studied: mist generation and speed pump whose performance can be better tailored to the
separation. The research work intends to obtain a basic engine requirements will result in an energy efficient and more

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 effective oil delivery system. Another important advantage is
higher flexibility regarding the installation of the pumps. It is DUAL ALLOY SHAFTS AND TORSIONAL BUCKLING
no longer required to mount the relatively large pump on the Aero engines shafts connect compressors with their turbine
accessory gearbox but on any position e.g. closer to the bearing sections and transfer high power at high rotational speeds of up
chambers. Possible disadvantages are the lower engine to 20000 rpm. Reduction of shaft size (diameter, wall
reliability and increased weight which are both a consequence thickness) and weight would allow to reduce the overall engine
of the current standard of electrical motors and their control size with further benefits on weight and efficiency. Torque is
system. the principal load carried by these shafts. It is essential that the
The following main aspects were identified and studied: factors affecting instability are known and understood.
- optimum oil system architecture Analytical models are either analytical or semi-empirical and
- control laws with / without feed back tend not to cover the shaft geometries of interest.
- reliability of components and whole system
- electrical motors for high temperature environment Shaft Buckling
Finite Element Analysis (FEA) is making great strides in
The following oil system architectures were reviewed: this area, see Robotham et al. [14]. This method has been
- 1) classic oil pump unit driven by an electrical motor extended for a wider range of shaft geometries, features (holes,
(one pump unit with one feed and all scavenge lands, lands with holes) and loading regimes (combined loads)
elements, one electrical motor per engine) to better understand the torsional buckling behavior and to
- 2) split lubrication modules predict the maximum torque capability.
(feed and scavenge element for each bearing housing, New analysis techniques have been employed (cyclic
one motor per module, typically 4 modules per engine) symmetry) and improvements in the methodology, such as
- 3) distributed lubrication units development of the imperfection seeding method, have been
(one feed element and all scavenge elements separate, tested. Extensive FEA parametric studies have been completed
each element driven by its dedicated electrical motor) to provide the required understanding of the behavior of shaft
features.
An example of an oil system architecture with distributed A series of experimental shafts have been tested to provide
lubrication units is shown in Fig. 8, presented by Moncelet et further validation cases. The results for plain shafts were
al. [13]. presented by Robotham et al. [15]. Comparison of experimental
Table 2 shows an initial valuation of the three options with results and FEA predictions shows very good agreement,
respect to major aspects such as flexibility, installation, Figures 9 and 10, for plain shaft under combined loads.
reliability, efficiency and weight. The FEA method can provide accurate predictions of
failure loads, stress distribution, and deformations for arbitrary
Table 2: Assessment of Oil System Options geometries, hence, it offers significant technical advantages
over existing analytical theories and testing methods. This work
Aspect Option 1 Option 2 Option 3 is helping to reach the long-term aim of minimizing the need
classic split modules distributed units for actual shaft tests, thus saving considerable costs in the
Flexibility - + o development of an engine. This FEA method has already been
Installation o - o converted into a convenient design tool being utilized within
Reliability o - - the gas turbine development process.
Efficiency o + o
Weight + - - Dual-Alloy Shafts
Single-alloy shafts are predominantly used in today's
Control laws are used to set the pump speeds depending on engines, but benefit could be obtained from using dual alloy
several parameters such as engine shaft speed, oil temperature, shafts. These would incorporate a higher-temperature alloy at
and pressure. Special laws for starting, shut-down, and failure the hot end (turbine) of the engine shaft and a high strength
conditions are foreseen that can cope with e.g. heat soak effects material to accommodate highly stressed features such as
after shut down to reduce likelihood of oil coking. splines. One method of joining such dissimilar materials is
The reliability of such a lubrication system should not be inertia bonding, however, the properties of such inertia bonded
adversely affected to find acceptance by the certification joints need to be better understood.
authorities as well as by the aircraft manufacturers and airlines. A series of experimental investigations on different
Studies are ongoing to identify the most critical components in material combinations have been completed to assess the
order to improve the reliability of the global system. strength of the joints in the ultimate load case and also in
The pumps and electrical motors might be installed close fatigue. Figure 11 shows a component under fatigue test.
to the bearing chambers in hot environments. This puts the Characterization of the welds properties via specimen testing
challenge on the design of the electrical motors to sustain high and macro-structural investigations have been undertaken. This
temperatures and high vibrations. data is used within FEA based fatigue calculations to predict
The electrically driven lubrication pump unit and its the life of the joints. Investigations of the micro-structure have
control system have been manufactured and will be tested soon. also been undertaken in an effort to further understand the
This innovative technology will serve as an important particular processes or material/weld defects that cause the
contribution towards the more and all electrical engine. fatigue failures.

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 This work will lead to a greater understand of the bonding
process and also the complex changes that the materials REFERENCES
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Vibration Analysis, Glasgow, Sept. 2003

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 SADM
Oil Fire Prevention

Two-Phase Flow
in Bearing Chambers

Dual Alloy Shafts

and Torsional Buckling
TM
Validation of
Hybrid Bearings

scavenge
Variable Speed Oil Pump El. Motor

Oil Tank Breather Air Overboard

Vent Flow and RSDM

Air/Oil Separation

Fig. 1: Engine Systems Schematic

155 4.00

145 Scuffing 3.50 Fig.4: Pure Air Flow Pattern within a Bearing
(Pin+Disc) Linear Wear

Chamber [5]
Electrostatic Sensor
from LVDT (mm)

135 3.00
Response (pC)

125 2.50
Perspex Optical
115 2.00
access
105 Steady state 1.50
Optical Air/Oil
95 1.00 Access p0
mixture
Detect wear
85 0.50 pB
Sealing air Rotor
(∆p>0) n=10000min-1
75 0.00

Ø150
140 143.7 145 150
Öl
Time (minutes)
V=400l/h
Fig. 2: Electrostatic Sensing of Ceramic-Steel Contact

Sealing
. Air Air
m=5-20g/s
Labyrinth seal
5 s=0.1-0.4mm Radial ∆p = p0 – pB
Vent
holes ∆p>0 und ∆p<0 possible

Vent 6
7
4 Stator
8 Oil
9
Fig. 5: Rig for Investigation of Minimum Differential
3 10 Pressure across Oil Seal at Karlsruhe
Sealing
. Air
Vent m=5-20g/s
700
.
Lubrication Oil
(Vmax=400l/h) Manufacturer Value
nmax= 16.000 rpm
AITp=1bar=677K
2 1 Oil Air Oil / Air Mixture 650

Fig. 3: Bearing Chamber Rig Set-up [5]

AIT [K]

Mobil Jet Oil II

(1) Rotor; (2) Ball Bearing; (3) Labyrinth Seal; (4) Bearing 600
Chamber I; (5) Bearing Support; (6) Bearing Chamber Ring;
(7) Roller Bearing; (8) Bearing Chamber II; (9) Front-Plate;
(10) Labyrinth Seal 550

O-160 Oil (Schmidt et al. 1982)

500
1 2 3 4 5 6 7
p [bar]

Fig. 6: Auto-ignition Temperature (AIT) of Oil versus

Pressure [10]

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 Rotating air/oil separator

Metal Foam

Rotor

Air/oil mixture inlet

Oil outlet
Fig. 7: Schematic of Breather (Separator)

Mechanical strength transmission Electrical distribution Data distribution

Oil flow Air flow Cooler

Supply Filter Unit Fig. 10: FEA Failure Prediction and Experimental
Failure of a Plain Shaft under Combined Load [15]
BH1
FBH BH2
FBH

Control parameters CP(2)

Breather
CP(1)
FBH
BH1 BH2
Scavenge Scavenge
Unit Unit Supply Unit

Electric Electric Pump with Electric

Drive Motor Drive Motor pressure Drive Motor
Pump Pump torque
torque torque relief valve
Scavenge Filter Unit Oil
Tank

Power Power
FBH Power
electronic electronic electronic
Module Module Module

A_N_PEM(2)
Motor speed alarm A_N_PEM(1) Engine power
system
Motor speed
set points N msp

Oil system Engine Electronic

Controller Controller (EEC)

Fig. 8: Lubrication System Schematic with Electrical

Driven Oil Pumps [13]

2500
2000
Torque (Nm)

1500
1000
500 Fig. 11: Inertia Weld Fatigue Component on Test

0
0.00 1.00 2.00 3.00 4.00
Angle of rotation (degrees)
FE prediction EXP Torque
Yield Torque
Fig. 9: FEA and Experimental Results of a Plain Shaft
under Combined Load [15]

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