Tergantung dari fungsi dan
rancangannya, setiap system hidraulik mempunyai beberapa komponen dasar
bagaimana cairan disalurkan.
Sistem yang menggunakan pompa tangan
Reservoir menyimpan cadangan cairan
hidraulik untuk bekerjanya system.dan mengisi ulang cairan bila diperlukan,
menjadi ruangan untuk perkembangan suhu dan pada beberapa system merupakan
penyaluran udara dari system.
Sebuah pompa diperlukan untuk menciptakan
aliran fluida, tetapi pada pesawat terbang biasanya menggunakan pompa yang
digerakkan oleh mesin atau oleh motor listrik.
Katup pemilih/selector valve digunakan
untuk mengarahkan aliran fluida. Normalnya katup ini digerakkan dengan
menggunakan solenoid atau juga dapat dioperasikan secara manual, baik langsung
atau tidak langsung dengan menggunakan sambungan mekanik.Suatu tabung/silinder
penggerak (Actuating Cylinder) merubah
tekanan fluida menjadi kerja/usaha baik secara gerakan liniar atau gerakan naik
turun, dimana sebuah motor mengubah tekanan fluida menjadi gerakan yang berguna
dengan gerakn putar secara mekanikal.
Pada posisi
katup pemilih/selector valve seperti pada gambar, cairan hidraulik mengalir
melalui katup pemilih keujung kanan dari actuating cylinder. Tekanan
cairan/fluida menekan piston kearah kiri, dan pada waktu yang sama cairan yang
berada disebelah kiri dari piston/torak ditekan keluar, keatas melalui katup
pemilih dan kembali ke reservoir melalui pipa balik.
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Ketika katup
pemilih digerakkan/dipindahkan keposisi yang berlawanan, cairan dari pompa
mengalir kesebelah kiri actuating cylinder(actuator) dan melakukan proses
sebaliknya. Gerakan dari piston dapat dihentikan setiap saat dengan menempatkan
katup pemilih pada posisi netral. Pada posisi ini keempat lubang tertutup dan
tekanan cairan tertahan pada pipa penyalur.
Sistem tenaga penggerak pompa
Gambar diatas
menunjukkan sistim dasar tambahan dengan pompa yang digerakkan dengan suatu
tenaga dan juga saringan, pengatur tekanan, accumulator, pengukur tekanan,
relief valve/katup pengatur tekanan,dan dua check valves/katup pengarah aliran.
Filter atau
saringan menyaring partikel-partikel kecil dari cairan hidraulik, mencegah
debu, pasir atau benda benda lain memasuki system.
Pengatur
tekanan/pressure regulator, mengatur/mengurangi tekanan dari pompa sampai
tekanan yang diinginkan tercapai. Pengatur ini biasa disebut juga katup
pembuang. Ketika satu actuator dioperasikan dan tekanan dalam pipa antara pompa
dan katup pemilih telah mencapai titik yang diinginkan, suatu katup dalam
pengatur tekanan secara otomatis terbuka dan fluida dikembalikan langsung ke
reservoir seperti terlihat pada gambar.
Banyak system
hidraulik tidak menggunakan pengatur tekanan, tetapi mempunyai suatu cara untuk
menyalurkan kelebihan tekanan kembali kepompa pengisap, Pada banyak pesawat,
tekanan atmosfir merupakan prinsip dasar
tekanan yang menyebabkan fluida kembali ke pompa pengisap. Tetapi banyak
pesawat yang tidak menggunakan tekanan atmosfir ini karena dianggap terlalu
rendah untuk menjadi tekanan penggerak bagi cairan/fluida memasuki pompa, dan
reservoir harus mendapatkan tekanan tertentu.
Penekanan dengan
udara dicapai dengan memasukan udara bertekanan kedalam reservoir diatas
permukaan cairan/fluida. Udara bertekanan 100 psi didapatkan dari engine.
Tekanan ini dikurangi sekitar 5 sampai 15 psi, tergantung dari jenis system hidraulik
dengan menggunakan pengatur tekanan.
Reservoir yang
digunakan menggunakan tekanan hidraulik berbeda dengan reservoir yang
menggunakan tekanan udara
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Pompa tangan
Pompa tangan
digunakan pada beberapa pesawat terdahulu dan pada sistem yang baru hanya
digunakan sebagai cadangan/back up.
Pompa yang digerakkan dengan suatu daya
Pompa-pompa yang
digerakkan dengan suatu daya, baik dengan menggunakan putaran engine atau
menggunakan motor listrik diperlihatkan pada gambar dibawah :
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5
6
Pressure
Regulation/Pengaturan tekanan
Tekanan
hidraulik harus diatur agar dapat digunakan untuk bermacam-macam tujuan yang
dikehendaki. Sistem pengaturan tekanan selalu menggunakan 3 alat ; Katup
pengaman tekanan,pengatur tekanan dan alat penunjuk tekanan.
Pressure relief valve/katup pengaman tekanan
Katup pengaman
tekanan digunakan untuk membatasi tekanan pada cairan. Hal ini diperlukan untuk
mencegah kerusakan pada component atau pipa-pipa terhadap tekanan berlebihan,
dan merupakan katup system pengaman. Dalam rancangannya alat ini menggunakan
per/pegas yang dapat diatur. Ditempatkan sedemikian rupa untuk mengeluarkan
cairan dari pipa kembali ke reservoir bila tekanan melebihi tekanan maksimum
yang diinginkan.Per ini kekencangannya yang dapat terdorong oleh tekanan cairan
yang berlebihan.
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Pressure gage/ pengukur tekanan
Alat ini
digunakan untuk mengukur tekanan dari system hidraulik yang digunakan untuk
mengoperasikan unit-unit pada pesawat terbang.Alat ini menggunakan Tabung
Bourdon/Bourdon tube dengan susunan mekanik untuk menyalurkan pengembangan
tabung ke indicator. Suatu lubang kecil/vent pada bagian bawah wadah,
memungkinkan tekanan atmosfir memasuki sekitar tabung bourdon.Lubang ini juga
dimaksudkan untuk mengeluarkan kelembaban.
Accumulator
Accumulator
adalah suatu wadah dari baja yang ruangannya dibagi menjadi dua oleh suatu
diaphragma karet sintetis. Ruangan atas terisi cairan yang bertekanan sesuai
system, dan ruangan bawah diisi udara.
Fungsi accumulator
adalah :
- Meredam perubahan tekanan dari system hidraulik yang disebabkan oleh tekanan pompa dan kerja dari unit.
- Membantu daya pompa ketika beberapa unit bekerja serentak dimana dibutuhkan tekanan ekstra yang telah dikumpulkan oleh accumulator.
- Menyimpan daya tekanan untuk operasi terbatas dari unit hidraulik ketika pompa tidak bekerja.
- Memberikan cairan bertekanan untuk mengatasi bila ada kebocoran external maupun internal yang menyebabkan sistim berubah-ubah karena kerja pressure switch /sakelar tekanan yang selalu menendang-nendang /”kicking in”
Dibawah
ini ditunjukkan beberapa macam Accumulator:
8
0
9
Perawatan accumulator
Perawatan
termasuk inspeksi, perbaikan kecil, penggantian komponen dan testing. Pada
accumulator terdapat element yang berbahaya sehingga harus dilakukan percegahan
yang tepat agar tidak terluka ataupun rusak.
Sebelum melepas
accumulator. Yakinkan semua udara bertekanan yang dimasukkan(atau nitrogen)
telah dikeluarkan. Kesalahan dalam melepas/membuang udara dapat menyebabkan
kecelakaan yang serius. Yakinkan jenis katup udara bertekanan tinggi macam apa
yang digunakan. Bila sudah diketahui atau diyakini semua udara bertekanan telah
dilepas/dibuang, lanjutkan untuk melepas unit. Selalu ikuti petunjuk pabrik untuk
jenis unit yang digunakan.
Check Valve /katup pengarah
Agar komponen
hidraulik dan system bekerja sebagaimana diharapkan, aliran fluida harus
terkontrol. Fluida harus mengalir sesuai rencana tertentu.Salah satu alat untuk
melaksanakan control ini adalah dengan menggunakan check valve yang akan
mengarahkan aliran fluida kesatu arah saja. Gambar dibawah menunjukkan
macam-macam jenis check valve yang umum digunakan :
10
Actuating Cylinder / Actuator
Suatu Actuating
Cylinder/Actuator merubah energi tekanan fluida menjadi gaya mekanik, atau aksi untuk melakukan
kerja. Alat ini digunakan melakukan tenaga gerakan liniar pada suatu benda
bergerak atau mekanisme.
Actuating
Cylinder terdiri dari tabung, dengan beberapa piston, tangkai piston dan
beberapa penyekat/seal.Tabung silinder bagian dalamnya dibuat halus mengkilat
dimana piston bergerak, dan beberapa lubang dimana fluida masuk dan keluar dari
dalam tabung. Piston bergerak maju/mundur dalam silinder dan suatu tangkai
piston bergerak masuk/keluar dari silinder melalui lubang pada salah satu ujung
silinder. Penyekat/seal digunakan untuk mencegah kebocoran antara piston dengan
dinding dalam silinder, dan antara tangkai piston dengan ujung silinder. Baik
tabung silinder dan tangkai piston dapat disambungkan kesuatu benda atau
mekanisme yang harus digerakkan oleh
actuating cylinder/actuator. Gambar dibawah menunjukkan macam-macam jenis
actuating cylinder/actuator yang umum digunakan :
11
Selector Valve/ Katup pemilih
Katup pemilih
digunakan untuk mengontrol arah gerakan unit penggerak/ actuating unit. Suatu
katup pemilih/selector valve, merupakan jalur aliran cairan hidraulik untuk
masuk dan keluar actuator. Alat ini juga merupakan sakelar yang baik untuk
mengarahkan aliran cairan agar tangkai silinder dari actuator dapat terjulur
atau tertarik masuk. Macam-macam Selector valve yang umum digunakan
diperlihatkan pada gambar dibawah.
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GENERAL – hydraulic
system have many advantages as a power source for operating various aircraft
units. The advantages of hydraulic; light weight, ease of installation,
simplification of inspection, and minimum maintenance requirements. Hydraulic
operations are also almost 100% efficient, with only a negligible loss due to
fluid friction.
Hydraulic fluid, - are use primarily to transmit and
distribute forces to various units to be actuate, they are almost
incompressible. Pascal’s Law states that pressure applied to any part of a
confined liquid is transmitted with undiminished intensity to every other part.
Thus, if a number of passages exist in a system, pressure can be distributed
through all of them by means of the liquid.
Viscosity, - one
of the most important properties of any hydraulic
fluid is its viscosity. Viscosity is internal resistance to flow. A liquid such as gasoline flows easily (has a low viscosity) while a liquid such as
tar flows slowly (has a high
viscosity). Viscosity increases with
temperature decreases.
A satisfactory liquid for a given hydraulic
system must have enough body to give a good seal at pumps, valves, and pistons; but it must not be
so thick that it offers
resistance to flow, leading to power
loss and higher operating temperatures. These factors will add to the load and to excessive wear of parts. A
fluid that is too thin will also lead to rapid wear of moving parts, or of parts which have heavy loads.
The viscosity of a liquid is measured with a viscometer. The Saybolt universal viscosimeter
or viscometer instrument measures the
number of seconds it takes for a
fixed quantity of liquid (60 cc. (cubic
centimeters)) to flow through a small orifice of standard length and diameter at a specific temperature. This time of flow is taken in seconds, and the viscosity reading is expressed as SSU (Seconds, Saybolt Universal). For example, a certain liquid might have a viscosity of 80 SSU at 1300 F.
Flash point,
- is the temperature at which a liquid gives off vapor in
sufficient quantity to ignite momentarily or flash when a flame is applied. A
high flash
point is desirable for hydraulic liquids because
it indicates good resistance to combustion and a low degree of evaporation at normal temperatures.
Fire point, - is the temperature at which a substance gives off vapor in sufficient quantity to ignite and continue to
burn when exposed to a spark or flame, like
flash point, a high fire point is required of desirable hydraulic liquids.
Type of hydraulic fluids
To assure proper system
operation and to avoid damage to non-metallic components of the hydraulic system,
the correct fluid must be used. When adding fluid to a system, use the type
specified in the aircraft manufacturer's
maintenance manual or on the instruction plate affixed to the reservoir or unit being serviced.
There are three
types of hydraulic fluids currently being
used in civil aircraft:
Vegetable base hydraulic fluid
(MIL-H-7644) is composed essentially of caster oil and alcohol. It has a pungent
alcoholic odor and is generally dyed blue.
Although it has a similar composition to
automotive type hydraulic fluid, it is not interchangeable. Natural
rubber seals are used with vegetable base
hydraulic fluid. If it is contaminated
with petroleum base or phosphate ester base fluids, the seals will swell, break down and block the system. This type fluid is flammable.
Mineral base hydraulic fluid
(MIL-H-5606) is processed
from petroleum. It has an odor similar to penetrating oil and
is dyed red. Synthetic rubber seals are used with petroleum
base fluids. Do not mix with vegetable base or phosphate ester base
hydraulic fluids. This type fluid is flammable.
PHOSPHATE ESTER BASE FLUIDS
Non-petroleum
base hydraulic fluids were introduced to provide a
fire-resistant hydraulic fluid
for use in high performance piston engines and
turboprop aircraft. These fluids were fire-resistance tested by being sprayed
through a welding torch flame (60000). There was no burning, but only occasional flash of fire. These and other tests proved
non-petroleum base fluids (Skydrol ®) would not support combustion. Even though they might flash at exceedingly
high temperatures, Skydrol ® fluids could not
spread a fire because burning was localized at the source of beat. Once
the heat source was removed or the fluid
flowed away from the source, no
further flashing or burning occurred.
Several
types of phosphate ester base (Skydrol ® )
hydraulic fluids have been discontinued. Currently used in
aircraft are Skydrol ® 500B-a clear purple
liquid having good low temperature operating
characteristics and low corrosive side effects; and, Skydrol ® LD-a
clear purple low weight fluid formulated for
use in large and jumbo jet transport
aircraft where weight is a prime factor.
Intermixing of Fluids, - due to the difference in
composition, vegetable base, petroleum base
and phosphate ester fluids will
not mix. Neither are the seals for any one fluid useable with or
tolerant of any of the other fluids. Should an aircraft hydraulic system be serviced
with the wrong type fluid, immediately drain
and flush the system and maintain the seals according to the manufacturer's specifications.
Health and Handling,
- Skydrol ® fluid has a very low order
of toxicity when taken orally
or applied to the skin in liquid form. It causes
pain on contact with eye tissue, but animal studies and human experience indicate Skydrol fluid causes no permanent damage. First aid treatment for eye contact includes flushing the
eyes immediately with large volumes
of water and the application of any
anesthetic eye solution. If pain persists,
the individual should be referred to a physician.
In
mist or fog form, Skydrol ® is quite irritating
to nasal or respiratory passages and generally produces coughing and sneezing.
Such irritation does not persist
following cessation of exposure. Silicone ointments, rubber gloves, and careful
washing procedures should be utilized to avoid excessive repeated contact with
Skydrol ® in order to avoid solvent effect on skin.
Hydraulic Fluid Contamination, - Experience
has shown that trouble in a hydraulic system is inevitable whenever the liquid
is allowed to become contaminated. The nature of the trouble, whether
a simple malfunction or the complete destruction of a
component, depends to some extent on the type of
contaminant.
Two general contaminants are:
(1)
Abrasives, including such particles as core sand,
weld spatter, machining chips, and rust.
(2)
Non-abrasives, including those
resulting from oil oxidation, and soft
particles worn or shredded from seals and other organic components.
Contamination Check,
- Whenever it is suspected that a hydraulic system has
become contaminated, or the system has been operated at
temperatures in excess of the specified maximum, a check of
the system should be made. The filters in most hydraulic
systems are designed to remove most foreign particles that are visible to the
naked eye. Hydraulic liquid which appears clean to the naked
eye may be contaminated to the point that it is unfit for use.
Thus, visual inspection of the hydraulic liquid does
not determine the total amount of contamination in the system. To determine which component is defective, liquid samples should be taken from the reservoir and various other
locations in the system.
Contamination Control, - Filters provide adequate control of the contamination problem during all normal hydraulic
system operations. Control of the size and amount of
contamination entering the
system from any other source is the responsibility
of the people who service and maintain the
equipment.
Therefore, precautions should be taken to minimize contamination during maintenance, repair, and service
operations. Should the system become
contaminated, the filter element should be removed
and cleaned or replaced. As an aid in controlling
contamination, the following maintenance and
servicing procedures should be followed at all
times:
(1)
Maintain all tools and the work area (workbenches and test equipment) in a clean, dirt-free condition.
(2)
A suitable container should
always be provided to receive the hydraulic liquid that is spilled during component removal or disassembly procedures.
(3)
Before disconnecting hydraulic lines or fittings, clean the affected area with dry cleaning
solvent.
(4)
All hydraulic lines and
fittings should be capped or plugged
immediately after disconnecting.
(5)
Before assembly of any
hydraulic components, wash all parts in an
approved dry cleaning solvent.
(6)
After cleaning the parts in
the dry cleaning solution, dry the parts thoroughly and lubricate them with the recommended preservative or hydraulic liquid before assembly. Use only clean, lint-free cloths to wipe or dry the component parts.
(7)
All seals and gaskets
should be replaced during the re-assembly
procedure. Use only those seals and gaskets recommended by the manufacturer.
(8)
All parts should be
connected with care to avoid stripping metal slivers from threaded areas. All fittings and lines should be installed and torque in accordance with applicable technical instructions.
(9)
All hydraulic servicing
equipment should be kept clean and in good
operating condition.
FILTERS, - is a screening or straining device used to clean the hydraulic fluid, thus preventing foreign particles and contaminating
substances from remaining in the system. If such objectionable material is not removed, it may cause the entire hydraulic system of the aircraft to fail through
the breakdown or
malfunctioning of a single unit of the system.
The hydraulic fluid holds
in suspension tiny particles of metal that are deposited during the
normal wear of selector valves, pumps, and
other system components. Such minute particles of metal may injure
the units and parts through which they pass if they are not removed by a filter.
Since tolerances within the hydraulic system components are quite
small, it is apparent
that the reliability and efficiency of the entire system depends upon adequate
filtering.
There are many models and styles of filters. Their
position in the aircraft and design requirements determine their shape and
size. Most filters used in modern aircraft are of the
inline type. The inline filter assembly is comprised of three
basic units: head assembly, bowl, and element. The
head assembly is that part which is
secured to the aircraft structure and connecting lines. Within the head there is a
bypass valve which routes the hydraulic fluid
directly from the inlet to the outlet
port if the filter element becomes
clogged with foreign matter. The bowl is
the housing which holds the element to the filter head and is that part which is removed when element removal is required.
The
element may be either a micronic, porous metal,
or magnetic type. The micronic element is made of a specially treated paper and
is normally thrown away when removed.
The porous metal and magnetic filter elements are designed to be cleaned by various methods and replaced in the system.
Maintenance of
Filters, - Maintenance of filters is relatively easy. It mainly
involves cleaning the filter and element or cleaning the filter
and replacing the element. Filters using the micronic type
element should have the element replaced periodically according to applicable
instructions. Since reservoir filters are of the micronic
type, they must also be periodically changed or cleaned. Filter using other
than the micronic-type element, cleaning the filter and element
is usually all that is necessary. However, the element should be
inspected very closely to insure that it is completely
undamaged. The methods and materials used in cleaning all filters are too numerous to
mention. Consult the manufacturer's
instructions for this information.
BASIC HYDRAULIC SYSTEM
A fluid power system in which
the fluid in the system remains pressurized
from the pump (or regulator)
to the directional control valve while the pump is
operating is referred to as a closed-center system. In
this type of system, any number of subsystems may be
incorporated, with a separate directional control
valve for each subsystem. The directional control
valves are arranged in parallel so that system
pressure acts equally on all control valves.
Another type of system hat is
sometimes used in hydraulically operated equipment is the
open-center system. An open-center system has
fluid flow but no internal pressure when the actuating
mechanisms are idle. The pump circulates the fluid from the reservoir, through the directional control valves, and back to the reservoir. Like
the closed-center system, the open- center system may
have any number of subsystems, with a directional
control valve for each subsystem.
Unlike the
closed-center system, the directional control
valves of an open-center system are always connected
in series with each other, an arrangement in which the
system pressure line goes through each directional
control valve. Fluid is always allowed free passage
through each control valve and back to the reservoir
until one of the control valves is positioned
to operate a mechanism.
The first of the basic components, the
reservoir, stores the supply of hydraulic
fluid for operation of the system. It replenishes the system fluid when needed, provides room for thermal expansion, and in some systems provides a means for bleeding air from the system.
A pump is necessary to create a flow of
fluid. The pump shown is hand operated; however, aircraft systems are, in most
instances equipped with engine-driven or electric
motor driven pumps.
The
selector valve is used to direct the flow of fluid. These
valves are normally actuated by solenoids or manually
operated, either directly or indirectly through use of
mechanical linkage. An actuating cylinder converts fluid pressure into useful
work by linear or reciprocating mechanical motion, whereas a motor converts fluid
pressure into useful work by rotary
mechanical motion.
The flow of hydraulic
fluid can be traced from the reservoir through the pump to the selector valve.
With the selector valve in the position shown, the hydraulic fluid
flows through the selector valve to the right-hand end of the actuating
cylinder. Fluid pressure then forces
the piston
to the left, and at the same time the fluid which
is on the left side of the piston is forced out, up through the selector
valve, and back to the reservoir through the
return line.
When the selector valve is moved to the opposite position,
the fluid from the pump flows to the left side of the actuating cylinder, thus
reversing the process. Movement of the piston can be stopped at any time by moving the selector valve to
neutral. In this position, all four
ports are closed and pressure is
trapped in both working lines.
Power Driven Pump
System, - a basic system with the addition of a
power-driven pump and filter, pressure regulator,
accumulator, pressure gage, relief valve, and two check valves
The function of each of these components is described in
the following paragraphs.
The
filter removes foreign particles from the hydraulic
fluid, preventing dust, grit, or other undesirable matter from entering the system.
The pressure regulator unloads or relieves the power-driven
pump when the desired pressure in the system is reached. Thus, it is often
referred to as an unloading valve. When one
of the actuating units is being
operated and pressure in the line between
the pump and selector valve builds up to the desired point, a valve in the pressure regulator automatically opens and fluid is bypassed back to the reservoir. This bypass line is shown leading from the pressure regulator to the return
line.
Many
hydraulic systems do not use a pressure regulator,
but have other means of unloading the
pump and maintaining the desired
pressure in the system.
The accumulator
serves a twofold purpose:
(1)
It acts as a cushion or shock absorber by
maintaining an even pressure in the system, and
(2)
It
stores enough fluid under pressure to provide
for emergency operation of certain actuating units. Accumulators are designed with a compressed air chamber
which is separated from the fluid by a
flexible diaphragm or movable piston.
The pressure gage indicates the amount of hydraulic
pressure in the system. The relief valve is a safety valve installed in the system to bypass
fluid through the valve back to the
reservoir in case excessive pressure is built up in the system.
The check valves allow the flow of fluid in one direction
only. Check valves are installed at various
points in the lines of all aircraft hydraulic systems. In
figure 8-4, one check valve prevents power-pump pressure
from entering the hand-pump line; the other prevents hand-pump
pressure from being directed to the accumulator.
The units of a typical hydraulic system used most
commonly are discussed in detail in the following paragraphs. Not all models or types
are included, but examples of typical
components are used in all cases.
RESERVOIRS,
- there
are two types of reservoirs and they are:
(1) In-Line-this
type has its own housing, is complete within it and is
connected with other components in a system by tubing
or hose.
(2)
Integral-this
type has no housing of its own but is merely
a space set aside within some major
component to hold a supply of operational
fluid. A familiar example of this type
is the reserve fluid space found within
most automobile brake master cylinders.
In an in-line
reservoir, a space is provided in the
reservoir, above the normal level of the fluid, for fluid expansion and the
escape of entrapped air. Reservoirs are never intentionally filled to the top
with fluid. Most reservoirs are designed so
the rim of the filler neck is somewhat below
the top of the reservoir to prevent over filling during servicing. Most
reservoirs are equipped with a dipstick or a glass sight gage by which fluid
level can be conveniently and
accurately checked.
Reservoirs are either
vented to the atmosphere or closed to the atmosphere and pressurized. In vented
reservoirs, atmospheric pressure and gravity are the
forces which cause fluid to flow from the reservoir into the pump intake. On
many aircraft, atmospheric pressure is the principal force causing
fluid to flow to the pump intake.
However, for some aircraft,
atmospheric pressure becomes too low to supply the pump with adequate fluid, and the reservoirs must be pressurized.
There are several methods of pressurizing a reservoir. Some systems use air pressure directly
from the aircraft cabin
pressurization system; or from the
engine compressor in' the
case of turbine-powered aircraft. Another
method used is an aspirator or
venture tee.
In other systems an additional hydraulic pump is installed in the supply line at the reservoir outlet to
supply fluid under pressure to the
main hydraulic pump.
Pressurizing with air is accomplished by forcing air into the reservoir
above the level of the fluid. In most cases, the initial source of the air pressure is the aircraft engine from which it is bled.
Usually, air coming directly from the
engine is at a pressure of approximately 100 Psi.
This pressure is reduced to between 5 and 15 PSI, depending upon the type
of hydraulic system, by
using an air pressure regulator.
Reservoir Components, - baffles and/or fins are incorporated in most reservoirs to keep the fluid within the reservoir
from having random movement such as vortexing (swirling)
and surging. These conditions can cause fluid to foam and air to enter the pump along with the fluid.
Some aircraft have
emergency hydraulic systems that take over if main systems fail. In many such systems, the pumps of both systems obtain fluid from a single reservoir. Under such circumstances a
supply of fluid for the emergency pump is ensured by drawing the hydraulic fluid from the bottom of the reservoir. The main system draws its fluid through a standpipe located at a higher level. With
this arrangement, adequate fluid is
left for operation of the emergency
system should the main system's
fluid supply become depleted.
Double
Action Hand Pumps, - is used in
some older aircraft as a backup unit. Double-action hand pumps produce
fluid flow and pressure on each stroke of the handle.
Power-Driven Pumps,
- Many
of the power-driven hydraulic pumps of
current aircraft are of variable-delivery, compensator-controlled type. There are some constant delivery
pumps in use. Principles
of operation are the same for both types of pumps. Because of its relative
simplicity and ease of understanding, the constant-delivery pump is used to
describe the principles of operation of power-driven pumps.
A constant-delivery
pump, regardless of pump r.p.m. forces a fixed or unvarying
quantity of fluid through the outlet port during each revolution of the
pump. Constant-delivery pumps are sometimes called constant-volume
or fixed-delivery pumps. When a constant-delivery pump is used in
a hydraulic system in which the pressure must be kept at a constant
value, a pressure regulator is required.
A variable-delivery pump has a fluid output that is
varied to meet the pressure demands of the system by varying
its fluid output. The pump output is changed automatically by a pump compensator
within the pump. Various types of
pumping mechanisms are used in hydraulic pumps, such as gears,
gear-rotors, vanes, and
pistons. The piston-type mechanism is commonly
used in power-driven pumps because of its durability and capability to develop high pressure. In 3.000 PSI hydraulic systems, piston-type pumps
are nearly always used.
Hydraulic pressure must be regulated in order to use it to perform the
desired tasks. Pressure regulating systems will always use three elemental
devices; a pressure relief valve, a pressure regulator and a pressure gage. A pressure relief valve is used to limit
the amount of pressure being exerted on a confined liquid. This is necessary to prevent failure of components or rupture of hydraulic lines under excessive pressures. The pressure relief valve is, in effect, a system safety valve.
The design
of pressure relief valves incorporates adjustable
spring-loaded valves. They are, installed in such a manner as to discharge fluid from the pressure line into
a reservoir return line when the pressure
exceeds the predetermined maximum for which
the valve is adjusted, Various makes and
designs of pressure relief valves are
in use, but, in general, they all employ a spring-loaded valuing device
operated by hydraulic pressure and spring tension.
Pressure relief valves are
adjusted by increasing or decreasing the tension on the spring to determine the pressure required to opens the valve.
Pressure
relief valves cannot be used as pressure regulators in large
hydraulic systems that depend upon engine-driven pumps for the
primary source of pressure because the pump is constantly under load,
and the energy expended in holding the pres. sure relief valve off its seat is
changed into heat. This beat is transferred
to the fluid and in turn to the
packing rings causing them to deteriorate rapidly. Pressure relief valves,
however, may be used as pressure
regulators in small, low-pressure systems or when the pump is electrically
driven and is used intermittently.
Pressure relief valves may be used
as:
- System relief valve. The most common
use of the pressure relief valve is as a safety device against
the possible failure of a pump compensator or other
pressure regulating device. All hydraulic systems which have hydraulic pumps incorporate pressure relief valves as safety devices.
- Thermal relief valve. The pressure
relief valve is used to relieve excessive pressures that may exist due to thermal expansion of the fluid.
Pressure Regulators, - the term "pressure
regulator" is applied to a device used in hydraulic systems that are
pressurized by constant-delivery type pumps. One purpose of
the pressure regulator is to manage the output of the
pump
to maintain system operating pressure within
a predetermined range. The other purpose is to permit the pump to turn
without resistance (termed unloading
the pump) at times when pressure in
the system is within normal operating range.
The pressure regulator is so located in the system
that pump output can get into the system pressure circuit
only by passing through the regulator. The combination
of a constant-delivery type pump and the
pressure regulator is virtually the equivalent of a
compensator-controlled, variable-delivery type PUMP.
Pressure
Gage,
- the purpose of this gage is to measure the pressure,
in the hydraulic system, used to operate hydraulic units on the
aircraft. The gage uses a Bourdon tube and a mechanical
arrangement to transmit the tube expansion to the indicator on the face of the gage. A
vent in the bottom of the case maintains
atmospheric pressure around the Bourdon tube.
Accumulator, - is a steel sphere divided into two chambers
by a synthetic rubber diaphragm. The upper
chamber contains fluid at system pressure,
while the lower chamber is charged with air.
The function of an accumulator is to:
- Dampen pressure surges in the hydraulic system caused by actuation of a unit and the effort of the
pump to maintain pressure at a preset
level.
- Aid or supplement the power pump when several units
are operating at once by supplying extra
power from its "accumulated" or
stored power.
- Store power for the limited operation of a hydraulic unit
when the pump is not operating.
- Supply fluid
under pressure to compensate for small internal or external (not desired) leaks which would cause the system to cycle continuously by action of the pressure
switches continually
"kicking in."
Diaphragm type
accumulators consist of
two hollow half-ball metal
sections fastened together at the centerline. One of these halves
has a fitting for
attaching the unit to the system; the other half is equipped with an air valve
for charging the unit with compressed air. Mounted between the two halves
is a synthetic rubber diaphragm which divides
the
tank into two compartments. A screen covers
the outlet on the fluid side of the accumulator. This prevents a part of the diaphragm from being pushed up into the system pressure port and being damaged.
Piston-Type Accumulators
The piston-type accumulator also serves the same purpose
and operates much like the diaphragm and bladder accumulators. This unit is a
cylinder (B) and piston assembly (E) with
openings on each end. System fluid pressure
enters the top' port (A), and forces
the piston down against the air charge in the bottom chamber (D).
A high-pressure air valve (C) is located
at the bottom of the cylinder for servicing the unit. There are two rubber seals (represented by the black dot s) which prevent leakage between the
two chambers (D and G). A passage (F) is drilled
from the fluid side of the piston to the space between the seals. This provides lubrication between the cylinder walls and the piston.
Maintenance of Accumulators, -
consists of inspections, minor repairs, replacement of
component parts, and testing. There is an element of danger in
maintaining accumulators. Therefore, proper precautions must
be strictly observed to
prevent injury and damage.
BEFORE
DISASSEMBLING
ANY ACCUMULATOR,
MAKE SURE THAT ALL PRELOAD AIR
(OR NITROGEN) PRESSURE HAS BEEN DISCHARGED.
Failure
to release the air could result in serious injury to the mechanic. (Before making this check, however, be certain you know the type of high-pressure air valve used.) When you know that all air pressure has been removed, go ahead and take the unit apart. Be sure, though, that you follow manufacturer's instructions for
the specific unit you have.
Check Valves, - For
hydraulic components and systems to operate as intended, the flow
of fluid must be rigidly controlled. Fluid
must be made to flow according to definite plans. Many
kinds of valve units are used for exercising such control. One
of the simplest and most commonly used is the check valve which allows free flow of
fluid in one direction, but no flow or a
restricted flow in the opposite direction.
Check
valves are made in two general designs to serve two different needs. In one, the check valve is complete within itself. It is inter-connected
with other components, with which it
operates, by means of tubing or hose.
Check valves of this design are commonly called in-line check valves.
There are two types of in-line check valves,
the simple-type in-line check valve and the orifice-type in-line valve.
Simple
in-line check valve, - (often called check valve) is used when a full flow of
fluid is desired in only one direction Fluid enters the inlet port of the check valve
forcing the valve off its seat
against the restraint of the spring. This
permits fluid to flow through the passageway
thus opened. The instant fluid stops moving in this direction, the
spring returns the valve to its seat.
Orifice-type
in-line check valve, - is used to allow normal operating
speed of a mechanism by providing free
flow of fluid in one direction, while
allowing limited operating speed through restricted flow of fluid in the opposite direction. The operation of the orifice-type in-line check valve is the same as the simple-type in-line check valve, except for the restricted flow
allowed when closed.
Line-Disconnect or Quick-Disconnect Valves,
- these
valves are installed in hydraulic lines to prevent
loss of fluid when
units are removed valves are installed in the pressure and suction lines
of the system just in front of and immediately behind the
power pump. These, valve units consist of two interconnecting sections
coupled together by a nut when installed in the system. Each valve section has
a piston and poppet assembly. These are
spring loaded to the CLOSED position when the unit is disconnected.
ACTUATING CYLINDERS - an
actuating cylinder transforms energy in the form of fluid pressure
into mechanical force, or action, to perform work. It is used to impart powered
linear motion to some movable object or mechanism.
A typical
actuating cylinder consists fundamentally of cylinder
housing, one or more pistons and piston rods, and some
seals.
Seals are used to prevent leakage between
the piston and the cylinder bore, and between the piston
rod and the end of the cylinder. Both the cylinder housing and the piston rod
have provisions for mounting and' for attachment to an object or mechanism which
is to be moved by the actuating cylinder.
Actuating cylinders are of two major types:
(1)
Single-action and
(2)
Double-action.
The
single-action (single port) actuating cylinder is capable
of producing powered movement in one direction only.
The double-action (two ports) actuating
cylinder is capable of producing powered movement in two
directions.
A single-action actuating cylinder, - fluid under pressure
enters the port at the left and pushes against the face of the piston, forcing the piston to the right. As the piston moves, air is forced out of the spring chamber through the vent hole, compressing the spring.
When pressure on the fluid is released to the point that it exerts less force
than is present in the compressed
spring, the spring pushes the piston toward the left. As the piston moves to the left, fluid is forced out of the fluid port. At the same time,
the moving piston pulls air into the spring chamber through the vent hole. A three-way control valve is normally used for controlling the operation of
a single-action actuating cylinder.
Double-Action Actuating Cylinder, -
(two-port) actuating cylinder is usually controlled by a four-way selector
valve. Figure 8-26 shows an actuating cylinder interconnected with a selector
valve. Operation of the selector valve and actuating cylinder is discussed
below.
Placing the selector
valve in the "on" position admits fluid pressure to the left-hand
chamber of the actuating cylinder.
This results in the piston being forced toward the right.
SELECTOR
VALVES, - are used to control the direction of
movement of an actuating unit. A selector valve
provides a pathway for the simultaneous
flow of hydraulic fluid into and out of a connected actuating
unit. A
selector valve also provides a means of
immediately and conveniently switching the
directions in which the fluid flows through the actuator, reversing the direction of movement.
One port of the typical
selector valve is connected with
a system pressure, line for the input of fluid pressure. A second port
of the valve is connected to a system return line
for the return of fluid to the reservoir. The ports of an actuating unit through which fluid enters and leaves the actuating unit are connected by lines to other ports of
the selector valve.
Selector valves having four ports are the most commonly used, the term four-way is often used instead of four-port in referring to selector
valves.
“A”
illustrates a four-way, closed-center selector valve in the "off" position.
All of the valve ports are blocked,
and fluid can not flow into or out of
the valve.
“B” the selector valve is
placed in one of its "on"
positions. The PRESS port and CYL I port become
interconnected within
the valve. As a result, fluid flows from the pump into the selector valve PRESS port, out of the selector
valve CYL I port, and into port A of the motor. This flow of fluid causes the motor to turn in a clockwise direction. Simultaneously, return fluid is forced
out of port B of the motor and enters the selector
valve CYL
2 port. Fluid then proceeds through
the passage in the valve rotor and leaves the valve through the RET port.
PRESSURE GENERATION
The hydraulic power drive used to
drive and control such equipments consists of the following:
- Main Hydraulic Systems, controls by engine
driven pumps (EDP). An EDP supplies about 22 gpm at 3000 Psi through a
variable displacement pump mounted on each side of the engine. The EDP is
driven through a splined shaft by the engine accessory drive gearbox.
- Electric Motor-Driven Pump (EMDP), an EMDP
supplies 6.0 gpm at 2700 Psi. Each pump assembly is composed of an
oil-cooled three phase 115 volt ac motor, a centrifugal pump and a single stage,
variable displacement, pressure-compensated hydraulic pump.
- Some of aircraft hydraulic power system
generates with a motor ram air turbine.
- Ground service cart or with the manual fill
pump installed at the servicing station.
General, - separate hydraulic
systems provide fluid at 3000 Psi to operate the airplane systems. The standby
hydraulic system provides reserve power for critical systems. The indicating
systems provide information for crew monitoring of the operating conditions of
each hydraulic system.
The pressure source for
each engine driven pump (EDP) is directly coupled to the engine accessory
gearbox and runs all the time that the engine is running.
Electric motor driven pump
(EMDP), when an ELEC pump switch is ON, the respective EMDP runs all the time.
Hydraulic system components
are located on each engine and within the main gear wheel well section.
A typical ram air unit, this type of emergency system is intended for use only when normal hydraulic pumps are completely inoperative. The ram air turbine provides
a means for emergency hydraulic and
electrical power when the normal
aircraft hydraulic system has failed. The turbine-driven
hydraulic pump supplies fluid under pressure
as well as to an emergency hydraulically driven
alternator. Consists of a dropout governor-controlled turbine, a hydraulic
The indicating system consists of warning lights
and gages, Fluid pressure, temperature (overheat) and reservoir quantity are
monitored in the cockpit while reservoir quantity and pressure are indicated in
the
wheel well.
The pressure indicators get
their signals electrically from the pressure transmitters. An overheat warning
system is provided to monitor the fluid operating temperatures of each system
placed in case drain line is connected to a respective amber light on the
control panel. The hydraulic fluid quantity indicating system shows the
quantity of fluid in the reservoirs. A low pressure warning system is provided
for each hydraulic pump. The switches are connected to amber low pressure
lights on the control panel. Activation of a low hydraulic pressure warning
circuit will cause the Master Caution and hydraulic annunciator lights to
illuminate.
13
SISTEM
HIDRAULIK PADA PESAWAT BOEING 737 SERIES
Diagram dibawah adalah gambar sistem
hidraulik pada pesawat Boeing 737 series.
Sistim hidraulik basic pada pesawat
menggunakan tekanan accumulator sebagai tekanan back up untuk system pembalik gaya dorong/thrust
reversal.
B-737 diperlengkapi dengan 3 sistem
hidraulik yang masing-masing berdiri sendiri dan setiap system memiliki
reservoir fluida. Reservoir system “A” diberi tekanan dari bleed air engine
untuk memastikan aliran dari fluida. Pipa penghubung yang seimbang menyambung
ketiga reservoir dari masing-masing system hidraulik.
14
Tekanan pada system “A” diperoleh
dari pompa yang digerakkan oleh engine (Engine driven pump) pada setiap engine.
Pompa ini normalnya bekerja selama penerbangan.
Dua pompa listrik menghasilkan tekanan pada system “B”. Pompa listrik ini
dioperasikan dengan system kelistrikan pada pesawat.
15
Sistem Standby menerima tekanan
dari pompa hidraulik yang digerakkan oleh motor listrik. Pada operasi normal
pompa ini tidak bekerja, dan dimaksudkan sebagai sumber pendukung tekanan
hidraulik ke rudder dan peralatan leading edge.Pompa untuk system Standby
diaktifkan oleh pilot ketika kondisi abnormal terjadi pada kedua system
hidraulik lainnya.
Sistem “A” dan “B” secara normal
selalu bekerja. Bila salah satu system baik”A” atau “B” tidak berfungsi, system
Standby dapat digunakan untuk menggerakkan Rudder dan peralatan leading edge.
Sistem “A” diperlengkapi dengan
pengukur Jumlah fluida(Quantity gauge). Pada kokpit terdapat pengukur tekanan
untuk mengetahui tekanan output pada system “A” dan “B”.
16
Lampu peringatan TEKANAN RENDAH
dipasang pada setiap system. Lampu JUMAH RENDAH juga dipasang pada system “B”
dan Sisten Standby.
Pada Sistem Standby tidak terdapat
pengukur Jumlah atau pengukur tekanan.
17
Lampu peringatan TEKANAN RENDAH/LOW
PRESSURE juga dipasang pada setiap system. Lampu tanda LOW QUANTITY juga
dipasang untuk system “B” dan Sistem “STANDBY”
Setiap system mempunyai reservoir.
Sistem “A” diberi tekanan oleh pompa yang digerakkan engine,
Sistem “B” tekanan diberikan oleh
pompa listrik.
Apabila system “A” dan “B” tidak
berfungsi, Sistem “STANDBY” akan memberikan tekanan fluida .
Semua pompa Hidraulik secara normal
menyalurkan tekanan fluida sebesar 3000 psi.
18
Tekanan pada Reservoir selalu
dijaga agar aliran fluida dari reservoir ke pompa hidraulik selalu constant.
Tekanan reservoir didapatkan dari Bleed Air.
Pada reservoir system”A” tekanan
didapatkan dari Bleed Air Engine.
Pipa-pipa penghubung yang seimbang
menghubungkan semua reservoir. Pipa-pipa balance ini dimaksudkan agar tekanan
pada semua reservoir sama dan mengalirkan fluida kesemua reservoir.
19
Rudder digunakan sebagai control
arah pada sumbu vertical pesawat. Rudder pada pesawat Boeing 737 series
dioperasikan/digerakkan menggunakan system hidraulik. Secara normal Rudder
menerima tekanan hidraulik dari system “A”: dan Sistem “B” Bila salah satu
system tekanannya menjadi rendah, digunakan Sistem Hidraulik “STANDBY” sebagai
cadangan.
Flight Control yang digerakkan
dengan system Hidraulik dapat dilihat pada gambar dibawah :
20
Pada gambar dibawah yang berwarna
biru, normalnya menerima tekanan hidraulik dari Sistem “A” dan system “B”
Sistem STANDBY Rudder Hidraulic
dapat digunakan untuk menggerakkan Rudder, bila dipilih “ON” , setelah terjadi
kegagalan pada kedua Sistem hidraulik lainnya
21
22
Tingkat kebocoran cairan system
HIDRAULIK:
A.EXTERNAL
benda ini rusak.
B.INTERNAL - Kondisi umum dari system ditentukan dengan
memperbandingkan pengukuran
Tingkat kebocoran
dalam dengn batasan kebocoran perawatan yang dianjurkan yang
Telah disertakan untuk
bermacam-macam system. Ada
2 cara untuk mengukur
Tingkat aliran :
(a) Ammeter methode, (b) Flow meter methode.
Ammeter methode,
mengevaluasi perubahan pada aliran keluar dari pompa
“B”.Perubahan
dibandingkan dengan grafik, untuk menentukan tingkat aliran. Dua
Orang dapat
meleksanakan system check ini sekitar 30 menit.
23
Flowmeter methode
menggunakan sebuah hydraulic flow meter yang dipasang pada
Pipa bertekanan dari
kendaraan service hidraulik yang terhubung dengan power
Module Dua orang dapat
melakukan check ini dalam waktu dua jam.
Pemeriksaan cairan hidraulik..
Pengecheckkan periodic pada cairan
hidraulik pada system pesawat terbang harus dilakukan untuk menguji agar cairan
tidak kehilangan sifat-sifatnya. Pemeriksaan ini melibatkan analisis kimia.
FLUIDA HIDRAULIK
Fluida
hidraulik pada pesawat terbang harus memenuhi beberapa persyaratan pokok :
- Tidak dapat dikompressi
- Memiliki sifat pelumas yang baik
- Tidak mudah menguap
- Tidak menimbulkan karat
- Tidak menimbulkan buih
- Memiliki viskositas yang stabil, pada temperature 80º C
- Memiliki titik nyala diatas 100º
Pada
umumnya ada 3 jenis fluida Hidraulik :
Fluida
yang terbuat dari tumbuh-tumbuhan, dikenal dengan kode Mil-H7644, berwarna
kebiru-biruan, bahan dasarnya adalah minyak kastor dan alcohol. Paking gasket
dari karet alam
Fluida
mineral- Mil-H-5606.Bahan dasarnya adalah minyak mineral, berwarna merah. Sifat
viskositasnya stabil pada variasi macam-macam suhu. Paking-gasket dari karet
sintetis
Fluida
sintetis, Mil-H-8446 atau Skydrol – 500A.Terbuat dari bahan mineral, tidak
tahan terhadap jilatan api. Bila bertekanan tinggi dan terjadi kebocoran ,
mudah terbakar. Untuk mengatasinya dibuat fluida sintetis yang tahan terhadap
tekanan dan suhu yang tinggi yang merupakan persyaratan pokok untuk sistim
hidrolis pada pesawat jet modern. Berwarna hijau atau ungu. Paking-gasket dari
karet sintetis.
Penambahan
atau penggantian cairan hidrolis selalu berpedoman pada Buku Manual pesawat
bersangkutan.
PELUMASAN DAN SISTEM PENDINGINAN
SAE
= Society of Automotive Engineers yang
membagi oli menjadi 7 kelompok besar yaitu SAE 10 sampai SAE 70 berdasarkan
viscositasnya pada suhu 130º atau 210º F
Copmercial Comercial Army and Navy
Aviation
No SAE No. Specification No
65 30 1065
80
40 1080
100 50 1100
120
60
1120
140
70