阅读说明：本技术 空气涡轮起动器的变速箱中的油寿命 (Oil life in a gearbox of an air turbine starter ) 是由 苏伯拉曼尼·阿德哈查理 普拉森特·比莱亚 夏伊洛·蒙哥马利·迈耶斯 沙拉德·庞德利克·帕蒂尔 于 2021-06-09 设计创作，主要内容包括：一种用于预测交通工具的空气涡轮起动器的变速箱中的油的剩余油寿命的系统和方法。方法包括生成温度数据、由环境传感器生成环境数据集、基于温度数据集和环境数据集预测剩余油寿命以及响应于对剩余油寿命的预测来安排维护事件。(A system and method for predicting remaining oil life of oil in a transmission of an air turbine starter of a vehicle. The method includes generating temperature data, generating an environmental dataset by an environmental sensor, predicting remaining oil life based on the temperature dataset and the environmental dataset, and scheduling a maintenance event in response to the prediction of remaining oil life.)

1. A method for predicting remaining oil life of oil in a transmission of an air turbine starter of a vehicle, the method comprising:

generating a temperature data set by sensing temperature by at least one temperature sensor external to the gearbox;

generating an environmental data set by an environmental sensor adapted to sense an environmental condition relative to the air turbine starter;

predicting, by a controller module, a remaining oil life based on the temperature data set and the environmental data set; and

scheduling a maintenance event in response to the prediction of the remaining oil life.

2. The method of claim 1, wherein the at least one temperature sensor is coupled to a housing of the air turbine starter.

3. The method of claim 2, wherein the at least one temperature sensor is located in a main air flow path of the air turbine starter.

4. The method of claim 1, wherein the environmental condition is at least one of an ambient temperature during takeoff of the aircraft, a geographic location of takeoff of the aircraft, or an ambient temperature during a cruise phase of the aircraft.

5. The method of any of claims 1-4, further comprising generating, by the air turbine starter, operational data indicative of an air turbine starter start operation, and predicting the remaining oil life further based on the operational data.

6. The method of claim 5, wherein the operational data includes at least one of a total number of cycles the air turbine starter has performed, a number of Revolutions Per Minute (RPM) of a starting operation, or a time value reflecting a length of time the air turbine starter has operated in at least one starting operation.

7. The method of any of claims 1-4, further comprising predicting the remaining oil life based on air turbine starter configuration data.

8. The method of claim 7, wherein the air turbine starter configuration data includes at least one of oil type or oil specific data.

9. The method of any of claims 1-4, further comprising comparing the prediction of remaining oil life to a threshold oil life value, and scheduling a maintenance event in response to the comparison being satisfied.

10. The method of any of claims 1-4, wherein predicting the remaining oil life is not based on direct sensing of the temperature or direct sensing of an oil parameter of the gearbox.

Technical Field

The present disclosure relates generally to a system and method for predicting oil life in a transmission of an air turbine starter.

Background

Owners of machines or vehicles powered by air turbine engines may incur expenses due to unavailable periods or down time. Downtime is sometimes related to the downtime of an air turbine engine assembly. An air turbine engine assembly includes an air turbine engine and an engine accessory, such as a starter or generator. To reduce the likelihood or frequency of downtime, preventative maintenance procedures have been implemented.

Engine accessories are periodically preventive maintenance based on wear rate or usage. Engine accessories may experience or be subject to various loads, weather, and other factors that inevitably mean that the engine accessories or components of the engine accessories will wear at a different rate than the other components. The worn components may result in inefficient operation or downtime of the engine accessories.

Conventional methods require that data known about wear and rate may only be forensically obtained after expensive operational failures or expensive test procedures.

Disclosure of Invention

Aspects and advantages of the disclosure will be set forth in part in the following description, or may be obvious from the description, or may be learned through practice of the disclosure.

In one aspect, the present disclosure is directed to a method for predicting remaining oil life of oil in a transmission of an air turbine starter of a vehicle, the method comprising: generating a temperature data set by sensing temperature by at least one temperature sensor external to the gearbox; generating an environmental data set by an environmental sensor, the environmental sensor adapted to sense an environmental condition relative to the air turbine starter; predicting, by the controller module, a remaining oil life based on the temperature data set and the environmental data set; and scheduling a maintenance event in response to the prediction of remaining oil life.

In another aspect, the present disclosure is directed to a system for determining an oil quality of oil of an air turbine starter, comprising: at least one temperature sensor adapted to sense a temperature external to the gearbox; and a controller module configured to estimate an oil quality model based on the sensed temperature and schedule maintenance events in response to the estimated oil quality model.

In another aspect, the present disclosure is directed to a method for predicting remaining oil life in a transmission of an air turbine starter, wherein the method comprises: generating an oil temperature dataset by sensing a temperature by a temperature sensor external to the gearbox, the oil temperature dataset being indicative of a temperature of oil within the gearbox; generating an environmental data set comprising at least one of an average ambient air temperature or an average cruising altitude during takeoff; generating an operational data set comprising at least one of a total number of start cycles of the starter, a speed per minute during start, or a duration of operation of the air starter; predicting remaining oil life by inputting oil temperature, environmental and operational data sets, and oil type together into a controller module; and operating a start cycle of the air turbine starter based on the predicted remaining oil life.

These and other features, aspects, and advantages of the present disclosure will become better understood with reference to the following description and appended claims. The accompanying drawings incorporated in and forming a part of the specification illustrate various aspects of the present disclosure, and together with the description serve to explain the principles of the disclosure.

Drawings

A full and enabling disclosure of the present invention, including the best mode thereof, directed to one of ordinary skill in the art, is set forth in the specification, which makes reference to the appended figures, in which:

FIG. 1 is a perspective view of a turbine engine having an air turbine starter in accordance with various aspects described herein.

FIG. 2 is a perspective view of an aircraft having the turbine engine of FIG. 1, in accordance with various aspects described herein.

FIG. 3 is an isometric view of an air turbine starter of the turbine engine of FIG. 1 in accordance with various aspects described herein.

FIG. 4 is an enlarged cross-sectional view of the air turbine starter taken along line IV-IV of FIG. 3 and further illustrating the gearbox, in accordance with aspects described herein.

FIG. 5 is a schematic diagram of a system that may predict oil life of oil in a gearbox of the air turbine starter of FIG. 1, according to various aspects described herein.

FIG. 6 is a flow chart illustrating a method for predicting oil life of oil in a transmission using the system of FIG. 5, in accordance with various aspects described herein.

FIG. 7 is a flow chart illustrating another method for predicting oil life in accordance with various aspects described herein.

Detailed Description

Aspects of the present disclosure are directed to a system and method for predicting oil life of oil in a transmission of an air turbine engine starter. As used herein, the term "oil life" is one or more values that indicate the quality of the oil life. By way of non-limiting example, oil life may be taken as a numerical value, a comparison between values (e.g., greater than, less than, true or false indications, etc.), a range of values, or as an oil quality model that may indicate the point at which the oil no longer has the desired properties. That is, oil life represents the span between new oil and the minimum threshold at which oil performance has reached actual or expected performance. Oil life can be given by number of cycles, miles, hours of operation, weeks, or percentages. Thus, the term "remaining oil life" refers to the number of cycles, miles, hours of operation, weeks, or percentage of oil life that may occur before the oil reaches the minimum performance threshold.

While oil life in the transmission of an air turbine engine starter is primarily discussed, it should be understood that the aspects of the present disclosure described herein are not so limited and may have general applicability within an engine or vehicle and may be used to provide benefits for any "life" of a extinguishable product in industrial, commercial, and residential applications. As used herein, the term "quench life" means that one or more components have reached a predetermined threshold of minimum performance, suggesting replacement, repair, or maintenance. "quench life" does not mean that a component is malfunctioning or is expected to be malfunctioning, or that the end of service life may be defined before the component is expected to be malfunctioning.

An estimation model of oil quality can be developed to determine oil life. The term "model" is a representation of an object or process that describes, explains, or predicts one or more phenomena related to the object or process that cannot be directly experienced. As non-limiting examples, the estimated model of oil quality may include a set of values, data, instructions, ranges, etc. representing dynamic or predetermined example oil qualities. By way of another example, the dynamic estimation model of oil quality may be continuously updated based on data or information (such as, but not limited to, sensed temperatures communicated from at least one starter sensor). The oil quality may include, but is not limited to, one or more of the density of the oil, the pH or acidity of the oil, the oxidation of the oil, the molecular content of the oil, or the viscosity of the oil.

The predetermined estimation model of oil quality may be determined prior to an operating cycle of the air turbine starter. In another non-limiting example, the predetermined estimation model of oil quality may be based on testing or other data accumulation methods, and may be specific to the type of oil or air turbine starter. In yet another non-limiting example, a predetermined estimation model of oil quality may be used as a comparison to a dynamic estimation model of oil quality. In another non-limiting example, information such as sensed temperature communicated from at least one starter sensor may be compared to one or more portions of a predetermined estimation model of oil quality to determine remaining oil life, oil quality value, or maintenance events.

Further, as used herein, the terms "radial" or "radially" refer to a direction away from a common center. For example, in the general context of a turbine engine, radial refers to the direction along a ray extending between the central longitudinal axis of the engine and the outer circumference of the engine. Further, as used herein, the term "group" or "a group" may be any number of elements, including only one.

Additionally, as used herein, a "controller" or "controller module" may include components configured or adapted to provide instructions, control, operations, or any form of communication to operable components to affect the operation thereof. The controller module may include any known processor, microcontroller or logic device, including but not limited to: a Field Programmable Gate Array (FPGA), an Application Specific Integrated Circuit (ASIC), a Full Authority Digital Engine Control (FADEC), a proportional controller (P), a proportional integral controller (PI), a proportional derivative controller (PD), a proportional integral derivative controller (PID controller), a hardware accelerated logic controller (e.g., for encoding, decoding, transcoding, etc.), the like, or a combination thereof. Non-limiting examples of controller modules may be configured or adapted to run, operate or otherwise execute program code to achieve operations or functional results, including performing various methods, functions, processing tasks, calculations, comparisons, sensing or measurement values, etc., to achieve or implement the technical operations or operations described herein. The operational or functional result may be based on one or more inputs, stored data values, sensed or measured values, indications of correctness or error, and the like. While "program code" is described, non-limiting examples of operable or executable instruction sets may include routines, programs, objects, components, data structures, algorithms, etc., that have the technical effect of performing particular tasks or implementing particular abstract data types. In another non-limiting example, the controller module may also include a data storage component accessible by the processor, including memory, whether transient, volatile or non-transient or non-volatile memory. Other non-limiting examples of memory may include Random Access Memory (RAM), Read Only Memory (ROM), flash memory, or one or more different types of portable electronic storage such as compact discs, DVDs, CD-ROMs, flash drives, Universal Serial Bus (USB) drives, and the like, or any suitable combination of these types of memory. In one example, the program code may be stored in a memory in a machine-readable format accessible by a processor. Additionally, the memory may store various data, data types, sensed or measured data values, inputs, generated or processed data, and the like, accessed when providing instructions, controls, or operations for affecting a function or an operable result to affect a function or an operable result, as described herein.

Additionally, as used herein, an element that is "electrically connected," "electrically coupled," or "in signal communication" may include a signal that is electrically transmitted or transmitted to, transmitted from, received, or communicated from the connected or coupled element. Further, such electrical connections or couplings may include wired or wireless connections or combinations thereof.

Also, as used herein, although a sensor may be described as "sensing" or "measuring" a respective value, sensing or measuring may include determining a value indicative of or related to the respective value, rather than directly sensing or measuring the value itself. The sensed or measured values may further be provided to additional components. For example, the value may be provided to a controller module or processor defined as described above, and the controller module or processor may perform processing on the value to determine a representative value or electrical characteristic representative of the value.

All directional references (e.g., radial, axial, proximal, distal, above, below, upward, downward, left, right, lateral, forward, rearward, top, bottom, up, down, vertical, horizontal, clockwise, counterclockwise, upstream, downstream, forward, rearward, etc.) are only used for identification purposes to aid the reader's understanding of the present disclosure, and should not be construed as limitations on the embodiments, particularly as to position, orientation, or use. Various aspects of the present disclosure are described herein. Unless stated otherwise, connection references (e.g., attached, coupled, connected, and engaged) are to be construed broadly and may include intermediate members between a collection of elements and relative movement between elements. As such, joinder references do not necessarily infer that two elements are directly connected and in fixed relation to each other. The exemplary drawings are for illustrative purposes only and the dimensions, positions, order and relative dimensions reflected in the accompanying drawings may vary.

Referring to FIG. 1, an Air Turbine Starter (ATS)10 is coupled to an Accessory Gearbox (AGB)12, also referred to as a transmission housing, and together are schematically illustrated as being mounted to a turbine engine 14, such as a gas turbine engine. The turbine engine 14 includes an air intake with a fan 16 that supplies air to a high pressure compression zone 18. The intake with the fan 16 and the high pressure compression region are collectively referred to as the "cold section" of the turbine engine 14 upstream of combustion. The high pressure compression zone 18 provides high pressure air to the combustion chamber 20. Within the combustion chamber, the high pressure air is mixed with fuel and combusted. The hot and pressurized combustion gases pass through a high pressure turbine region 22 and a low pressure turbine region 24 before being exhausted from the turbine engine 14. The turbine extracts rotational energy from the gas flow flowing through the turbine engine 14 with the pressurized gas high pressure turbine area 22 and the low pressure turbine (not shown) of the low pressure turbine area 24. The high pressure turbine of the high pressure turbine region 22 may be coupled by a shaft to a compression mechanism (not shown) of the high pressure compression region 18 to power the compression mechanism. The low pressure turbine may be coupled to the air intake fan 16 by a shaft to power the fan 16.

The AGB 12 is coupled to the turbine engine 14 at the high pressure turbine area 22 or the low pressure turbine area 24 through a mechanical power take off 26. The mechanical power take off 26 includes a plurality of gears and means for mechanically coupling the AGB 12 to the turbine engine 14. During initial operating conditions, the ATS 10 may utilize an energy source to drive kinetic energy or power from the ATS 10 to initiate self-sustaining combustion or "normal running" operating conditions of the turbine engine 14. For example, in one non-limiting example, a compressed air source may be utilized to initiate rotation of a set of rotors of the turbine engine 14 through the AGB 12 and the mechanical power take-off 26 until the rotational speed of the set of rotors is sufficiently high to enable starting of a self-sustaining combustion cycle of turbine engine operation. Under normal operating conditions, the mechanical power take off 26 transfers power from the turbine engine 14 to the AGB 12 to power accessories of the aircraft, such as, but not limited to, fuel pumps, electrical systems, and cabin environmental controls. The ATS 10 may be mounted outside of the intake area containing the fan 16 or on the core near the high pressure compression area 18. Optionally, an intake duct 28 may be coupled to the ATS 10. The intake duct 28 may supply compressed air to the ATS 10.

FIG. 2 illustrates, by way of non-limiting example, that the vehicle to which the turbine engine 14 is coupled is an aircraft 30. The turbine engine 14 may be a turbofan engine, or may be a variety of other known turbine engines, such as a turboprop or turboshaft engine. The turbine engine may also have an afterburner that combusts an additional amount of fuel downstream of the low pressure turbine region 24 to increase the velocity of the exhaust gases, thereby increasing thrust.

The aircraft 30 includes one or more turbine engines 14, a fuselage 32 having a cockpit 34, and one or more turbine engines 14 coupled to the fuselage 32 directly or, as shown, by a wing assembly 36 extending outwardly from the fuselage 32.

The aircraft 30 may include at least one aircraft sensor 40 mounted to any portion of the fuselage 32 or wing assembly 36. As a non-limiting example, the at least one aircraft sensor 40 may include at least one aircraft temperature sensor. The at least one aircraft temperature sensor may provide information related to, but not limited to, a temperature of at least one component of the aircraft 30 or a temperature of air flowing through, around, or at one or more respective portions of the aircraft 30. Additionally or alternatively, the at least one aircraft sensor 40 may include an environmental sensor adapted to sense an environmental condition relative to the aircraft or vehicle. As non-limiting examples, the environmental sensor may be a humidity sensor, a Global Positioning System (GPS), a pressure sensor, an altimeter, an ambient air temperature sensor, a strain gauge, an accelerometer, or a photodetector.

The turbine engine 14 may include at least an engine sensor 42. As a non-limiting example, the at least one engine sensor 42 may be at least one engine temperature sensor. The at least one engine temperature sensor may be configured to provide or generate information related to a temperature of at least one corresponding component of the turbine engine 14 or a temperature of the airflow through one or more portions of the turbine engine 14. Additionally or alternatively, the at least one engine sensor 42 may include an environmental sensor adapted to sense an environmental condition relative to the engine or vehicle. As non-limiting examples, the environmental sensor may include a humidity sensor, a Global Positioning System (GPS), a pressure sensor, an altimeter, an ambient air temperature sensor, a strain gauge, an accelerometer, or a photodetector.

The at least one aircraft sensor 40 or the at least one engine sensor 42 may be in communication with a controller module 44, which controller module 44 may further include a processor and memory. Although only a single controller module 44 is shown, it is contemplated that any number of controller modules 44 may be included in the aircraft 30. In this case, the controller module 44 may also be connected with other controller modules of the aircraft 30. Controller module 44 may include or be associated with any suitable number of separate microprocessors, power supplies, storage devices, interface cards, automatic flight systems, flight management computers, and other standard components.

Although illustrated as being located in or near the cockpit 34, it is contemplated that the controller module 44 may be located in any portion of the aircraft 30, including but not limited to one or more of the turbine engines 14, the ATS 10, the wing assemblies 36, or other portions of the fuselage 32.

Referring now to fig. 3, an example of the ATS 10 is shown. Generally, the ATS 10 includes a housing 46 defining an exterior 48 and an interior 50, having a primary inlet 52 and a primary outlet 54. A primary air flow path 56, shown schematically by arrows, extends between the primary inlet 52 and the primary outlet 54 to flow a fluid stream including, but not limited to, gas, compressed air, etc., therethrough. The primary outlet 54 may include a plurality of circumferentially arranged openings 58 in an outer peripheral wall 60 of the housing 46. In this configuration, the primary inlet 52 is an axial inlet, while the primary outlet 54 is a radial or circumferential outlet only at the periphery of the housing 46.

The housing 46 may be constructed of two or more pieces that are joined together or may be integrally formed as a single piece. In the depicted aspect of the present disclosure, the housing 46 of the ATS 10 generally defines, in an axial series arrangement, an inlet assembly 62, a turbine section 64, a gear/clutch section 66, and a drive section 68. The ATS 10 may be formed by any material and method, including but not limited to additive manufacturing or die casting of high strength and lightweight metals (e.g., aluminum, stainless steel, iron, or titanium). The housing 46 and the gear/clutch section 66 may be formed to a thickness sufficient to provide sufficient mechanical rigidity without adding unnecessary weight to the ATS 10 and thus the aircraft.

Fig. 4 is a schematic cross-sectional view of the ATS 10 of fig. 2, showing the inlet assembly 62, the turbine section 64, and the gear/clutch section 66 in greater detail. The inlet assembly 62 may include a stationary portion 72 to direct air in the primary air flow path 56 and define at least a portion of the primary air flow path 56 from the primary inlet 52 to the turbine section 64. In one non-limiting example, cross bleed air activation of a fluid or an air cart operated from the ground, an auxiliary power plant, or an already running engine provides air to the primary air flow path 56. The fixed portion 72 may be coupled to the housing 46 or formed with the housing 46. Alternatively, beams or other supports through or between which air may flow may couple the stationary portion 72 to the housing 46.

The turbine section 64 of the ATS 10 includes a turbine component 76 within the housing 46 and disposed within the primary air flow path 56, the turbine component 76 for rotatably extracting mechanical power from the airflow along the primary air flow path 56.

The gear/clutch section 66 may include a gearbox 78 mounted within the housing 46. Further, a gear train 80 disposed within the gearbox 78 and drivingly coupled to the turbine member 76 may be rotated.

The gear train 80 includes a ring gear 82, and may further include any gear assembly, including, for example, but not limited to, a planetary gear assembly or a pinion gear assembly. Turbine shaft 84 couples gear train 80 to turbine component 76 to allow mechanical power to be transferred to gear train 80. The turbine shaft 84 is coupled to the gear train 80 and is rotatably supported by a pair of turbine bearings 86. The gear train 80 is supported by a pair of carrier bearings 88. The transmission interior 90 may contain a lubricant, including but not limited to grease or oil, to provide lubrication and cooling to the mechanical components contained therein (e.g., gear train 80, ring gear 82, and bearings 86, 88). The gearbox 78 may include an upstream portion 92 coupled to a downstream portion 94, which downstream portion 94 may at least partially define the gearbox interior 90. Alternatively, the gearbox 78 may include any number of components or be formed with one or more portions of the housing 46. The gearbox 78 may fluidly isolate the gearbox interior 90 or gear train 80 from one or more other components of the ATS 10.

The transmission 78 or housing has a bore 96 therein through which the turbine shaft 84 extends and engages a carrier shaft 98, and a clutch 100 is mounted to the carrier shaft 98 and by a pair of spaced bearings 102. A drive shaft 104 extends from the gearbox 78 and is coupled to the clutch 100 and is additionally supported by a pair of spaced bearings 102. The drive shaft 104 is driven by the gear train 80 and coupled to the AGB 12 such that during a start-up operation, the drive shaft 104 provides a driving motion to the AGB 12.

The clutch 100 may be any type of shaft interface portion that forms a single rotatable shaft 106 that includes the turbine shaft 84, the carrier shaft 98, and the drive shaft 104. The shaft interface portion may be coupled by any known coupling method including, but not limited to, gears, splines, clutch mechanisms, or combinations thereof. An example of a shaft interface portion is disclosed in U.S. patent No. 4,281,942 to general electric, which is incorporated herein by reference in its entirety.

Rotatable shaft 106 may be constructed by any material and method, including but not limited to extruding or machining a high strength metal alloy, such as an alloy comprising aluminum, iron, nickel, chromium, titanium, tungsten, vanadium, or molybdenum. The diameters of the turbine shaft 84, the carrier shaft 98, and the drive shaft 104 may be fixed or variable along the length of the rotatable shaft 106. The diameter can be varied to accommodate different sizes, and rotor to stator spacing.

As described herein, air supplied along the primary air flow path 56 rotates the turbine component 76 to drive rotation of the rotatable shaft 106. Thus, during a starting operation, the ATS 10 may become a drive mechanism for the turbine engine 14 through rotation of the rotatable shaft 106. A non-driving mechanism, i.e. a device driven by a driving mechanism, may be understood as a rotating device that utilizes the rotational movement of the rotatable shaft 106 to generate electricity, for example, in the ATS 10.

The at least one starter sensor 110 may be located on the ATS 10 or anywhere in the ATS 10 separate, remote, or external from the transmission 78. That is, the at least one starter sensor 110 may be located anywhere on the ATS 10 or in the ATS 10 that is fluidly isolated from the transmission interior 90. By way of non-limiting example, the at least one starter sensor 110 may be located on the exterior 48 of the housing 46, the interior 50 of the housing 46, or extend from the exterior 48 to the interior 50 of the housing 46. As another non-limiting example, the at least one starter sensor 110 may be located within the main air flow path 56 of the ATS 10, adjacent the clutch 100 or a pair of spaced bearings 102, or contained within a portion of the housing 46.

As a non-limiting example, the at least one starter sensor 110 may be at least one starter temperature sensor. The at least one starter temperature sensor may provide information related to, but not limited to, the temperature of at least one component of the ATS 10 or the temperature of air flowing through or around one or more portions of the ATS 10. Additionally or alternatively, the at least one starter sensor 110 may be an environmental starter sensor adapted to sense an environmental condition relative to the starter. As non-limiting examples, the environmental sensor may be a humidity sensor, a Global Positioning System (GPS), a pressure sensor, an altimeter, an ambient air temperature sensor, a strain gauge, an accelerometer, or a photodetector.

Optionally, the ATS 10 may include at least one internal gearbox detector 112 that may be located within the gearbox 78. By way of non-limiting example, at least one internal gearbox detector 112 may be located in the gearbox interior 90 and may be in contact with lubricant fluid contained within the gearbox 78. As a non-limiting example, the at least one internal transmission detector 112 may detect a fluid level, an oil film temperature, or other oil property in the transmission 78.

Fig. 5 illustrates a system 120 for determining the oil quality of the oil of the ATS 10. The system 120 may include at least one starter sensor 110 in communication with the controller module 44. It is contemplated that system 120 can include an output component 122. Optionally, the system 120 may include at least one internal transmission detector 112, at least one aircraft sensor 40, at least an engine sensor 42, or a combination thereof.

The controller module 44 may include a processor 124 that may be in communication with a memory 126. The controller module 44 is configured to estimate a model of oil quality. That is, the controller module 44 uses the information communicated to the controller module 44 or data stored in the memory 126 (or received from 110, 112, 40, 42) to generate, determine, calculate, generate, etc., a model for estimating the oil quality of the oil in the transmission 78 of the ATS 10. The model of the estimated oil quality may be based at least in part on the sensed temperature communicated from the at least one starter sensor 110. The controller module 44 may schedule maintenance events in response to the model of estimated oil quality. Optionally, a model of estimated oil quality or a schedule of maintenance events may be communicated via output component 122. Output assembly 122 may be coupled to controller module 44 or in communication with controller module 44. The output component 122 may be a monitor, user interface, wireless device, speaker, etc. Although "estimation" of an oil quality model is described, it should be understood that "estimation" may include determining, predicting, calculating, etc. the oil quality model described herein.

The memory 126 may include configuration data. Configuration data may include, but is not limited to, the type or model of ATS 10, the type or model of turbine engine 14, the date of installation of ATS 10, recent maintenance performed on ATS 10 or turbine engine 14, or oil-specific data. As non-limiting examples, the oil specific data may include oil type, oil quantity, oil mixture, oil viscosity, or a predetermined estimation model for oil quality in the ATS 10 transmission 78.

The controller module may be in communication with a Flight Management System (FMS)130 or with a portion of the flight management system 130. The FMS 130 may provide duty cycle data. The duty cycle data may include, but is not limited to, how long the ATS 10 has been operating in a start cycle, the number of start cycles the ATS has performed, how long the turbine engine 14 has been operating in a flight plan, the number or type of flight plans executed by the turbine engine 14, the altitude experienced by the turbine engine 14 or ATS 10, future start cycles of the ATS 10 or turbine engine 14, or flight plans or environmental data based on the geographic location or altitude of the flight plan, start cycles ATS 10 or turbine engine 14.

In operation, as a non-limiting example, at least one starter sensor 110 may be located in main air flow 56 or adjacent to gearbox 78, and may serve as one or more temperature sensors. At least one starter sensor 110 is in communication with the controller module 44. The information communicated from the at least one starter sensor 110 to the controller module 44 may be processed by the controller module 44 or the controller module 44 to generate a temperature data set. Alternatively, the temperature data set or a portion of the temperature data set may be generated from information transmitted to the controller module 44 by at least one aircraft sensor 40 or at least one engine sensor 42. That is, the generation of the temperature data set may be based on any number of temperature sensors external to the gearbox 78. The temperature data set may be stored in the memory 126 for access by the controller module 44. The temperature data set may comprise at least one value or range of values indicative of or related to temperature. It is contemplated that the temperature data set may include data corresponding to the temperature of the oil in the ATS 10 or providing information related to the temperature of the oil in the ATS 10. It is further contemplated that the temperature data set may be obtained from one or more values collected before start-up, during operation, after use, or any combination thereof of ATS 10 or engine 14. The collected values may include, but are not limited to, any one or combination of directly measured temperatures, times for each temperature, minimum temperatures, maximum temperatures, average temperatures, or rates of change of temperature. The temperature data set may be specific to each ATS. Alternatively, the temperature data set may include temperature data or models communicated from other air turbine starters.

The at least one starter sensor 110 coupled to the exterior 48 of the housing 46 of the ATS 10 may serve as an environmental sensor and be adapted to sense environmental conditions relative to the ATS 10. As non-limiting examples, the environmental condition may be at least one of an ambient temperature during takeoff of the aircraft, an average of ambient air temperatures during takeoff, an average cruising altitude, a maximum altitude during flight, a geographic location of takeoff of the aircraft, an ambient temperature at takeoff, or an ambient temperature during a cruising phase of the aircraft. Alternatively, the environmental data set or a portion thereof may be generated from information communicated to the controller module 44 by at least one aircraft sensor 40, at least one engine sensor 42 of the FMS 130. That is, the generation of the environmental data set may be based on any number of environmental sensors external to the gearbox 78. Alternatively, the environmental data set may be stored in the memory 126 for access by the controller module 44. The environmental data set may comprise at least one value or range of values indicative of or related to temperature.

The controller module 44 may predict the remaining oil life based on at least one of a temperature data set, an environmental data set, a combination thereof, and the like. The prediction of remaining oil life may be based on a dynamic or predetermined estimation model of developed oil quality, or compared to a temperature data set and an environmental data set. By way of non-limiting example, controller module 44 may dynamically generate an estimated model of oil quality using a physics-based analysis or simulation, or a combination thereof, that takes into account the ambient temperature during takeoff of the aircraft, the geographic location of the aircraft takeoff, the ambient temperature at takeoff, the ambient temperature during cruise phase of the aircraft (to estimate the oil quality model), or a combination thereof. Additionally or alternatively, to predict remaining oil life, an estimated oil quality model may be provided or used to determine an oil quality value. The oil quality value may then be compared to a predetermined threshold or predetermined range.

It is important to note that the remaining oil life or oil quality value is not based on direct sensing of the temperature of the transmission interior 90 of the transmission 78 or direct sensing of oil parameters. That is, the remaining oil life or oil quality value is not based on measurements from the at least one internal transmission detector 112.

Additionally or alternatively, the prediction of the remaining oil life or oil quality value may be based on information stored in memory 126 or otherwise accessible by controller module 44. By way of non-limiting example, the remaining oil life or oil quality value may be determined by a table comparison between the temperature data set and the environmental data set and one or more tables accessible to controller module 44 of system 120.

It is believed that the operational data set may be obtained by the controller module 44. The operational data may be generated based on data indicative of an air turbine starter start operation. The operational data may include at least one of: a total number of cycles that the air turbine starter has executed, a number of Revolutions Per Minute (RPM) of a starting operation, or a time value reflecting a length of time that the air turbine starter has been in operation in at least one starting operation, such as a duration of time of the air starter operation. The operational data set may be obtained, determined, or generated by at least one starter sensor 110, at least the engine sensor 42, the memory 126, the FMS 130, input from a user, or a combination thereof. Optionally, the operational data may include data obtained by at least one internal gearbox detector 112. The information from the at least one internal gearbox detector 112 may be, for example, the oil level at start-up. However, it is believed that the operational data set may be predicted without the use of at least one internal gearbox detector 112.

It is further contemplated that the controller module 44 may obtain air turbine starter configuration data in addition to or instead of obtaining operational data. The air turbine starter configuration data includes at least one of a type or model of the ATS 10, a type or model of the turbine engine 14, a date of installation or last oil change of the ATS 10, recent maintenance performed on the ATS 10 or the turbine engine 14, or oil specific data. By way of non-limiting example, the oil specific data may include a predetermined estimation model of oil type, oil quantity, oil mixture, oil viscosity, or oil mass of oil in the ATS 10 transmission 78. The air turbine starter configuration data may be obtained, determined, or generated by at least one starter sensor 110, at least one aircraft sensor 40, at least an engine sensor 42, memory 126, FMS 130, or from a user. Alternatively, the air turbine starter configuration data may include data obtained by at least one internal gearbox detector 112. However, it is believed that the air turbine starter configuration data may be obtained without the use of at least one internal gearbox detector 112.

Alternatively, an estimated model of the oil quality, oil quality value, or remaining oil life estimated or determined by controller module 44 may be used to determine the ATS life. The ATS life may be a percentage of the number of cycles, miles, hours run, weeks, or total ATS life that may occur before the ATS 10 will fall below a predetermined performance threshold. Output component 122 can communicate an estimated model of oil quality, oil quality value, remaining oil life, or ATS life.

The start cycle of operation of the ATS 10 may be selected by the controller module 44 based on the oil quality, oil quality value, remaining oil life, or estimated model of the ATS 10. The operating period may be selected based on these values or based on comparing the oil quality, oil quality value, remaining oil life, or estimated model of the ATS 10 to a predetermined threshold or range of values. It is contemplated that processor 124 or controller module 44 may be embedded within the control system of ATS 10.

Maintenance events may be scheduled in response to a comparison of the oil quality, oil quality value, estimated model of remaining oil life, or ATS life to a threshold value (e.g., an oil quality threshold value, a threshold remaining oil life value, or a threshold ATS life value). That is, maintenance events may be scheduled in response to satisfying the comparison. The comparison may be that the oil quality value, remaining oil life, or ATS life falls within a range determined by the respective threshold or within a percentage of the respective threshold. The comparison may further include an oil quality value, remaining oil life or ATS life, greater than, equal to, or less than the respective threshold. By way of non-limiting example, the maintenance event may be replacement of the ATS 10 or replacement of oil in the transmission 78 of the ATS 10. Alternatively, maintenance events or schedules may be communicated by the output component 122. In one non-limiting example, scheduling the results of the maintenance request may include performing maintenance, taking ATS 10 out of service, and the like.

Fig. 6 illustrates a method 200 for predicting the remaining oil life of oil in the transmission 78 of the ATS 10. At 202, a temperature data set is generated by sensing a temperature from a temperature sensor external to the gearbox 78. The temperature sensor external to the transmission 78 for generating the temperature data set may be one of the at least one starter sensor 110. Additionally or alternatively, the temperature data set may be generated at least in part by at least one aircraft sensor 40 or at least an engine sensor 42. At 204, an environmental data set is generated by an environmental sensor adapted to sense environmental conditions relative to the ATS 10. The environmental sensor may be one of the at least one starter sensor 110. Additionally or alternatively, the environmental data set may be generated at least in part by at least one aircraft sensor 40, at least an engine sensor 42, or the FMS 130. At 206, the controller module 44 predicts the remaining oil life based on the temperature data set and the environmental data set. At 208, a maintenance event is scheduled in response to the prediction of remaining oil life.

That is, at 202, the temperature data set may be generated from data, signals, or information otherwise provided to the controller module 44 by at least one starter sensor 110 located in the primary air flow 56 or adjacent to the transmission 78. Data, signals, or information otherwise communicated from the at least one starter sensor 110 to the controller module 44 may be processed by the controller module 44 to generate a temperature data set. Alternatively, the temperature data set or a portion of the temperature data set may be generated from information communicated to the controller module 44 by at least one aircraft sensor 40 or at least an engine sensor 42. That is, the generation of the temperature data set may be based on any number of temperature sensors external to the gearbox 78. The temperature data set may be stored in the memory 126 for access by the controller module 44.

At 204, the at least one starter sensor 110 coupled to the exterior 48 of the housing 46 of the ATS 10 may function as an environmental sensor and be adapted to sense an environmental condition relative to the ATS 10. As non-limiting examples, the environmental condition may be at least one of an ambient temperature during takeoff of the aircraft, an average of ambient air temperatures during takeoff, an average cruising altitude, a maximum altitude in flight, a geographic location at which the aircraft takes off, an ambient temperature at takeoff, or an ambient temperature during cruising phases of the aircraft. Alternatively, the environmental data set or a portion thereof may be generated by information communicated to the controller module 44 by at least one aircraft sensor 40, at least the engine sensor 42 of the FMS 130. That is, the generation of the environmental data set may be based on any number of environmental sensors external to the gearbox 78. Optionally, the environmental data set may be stored in the memory 126 for access by the controller module 44.

At 206, the controller module 44 may predict the remaining oil life based on the temperature data set and the environmental data set. The prediction of remaining oil life may be based on or in addition to an estimation model of oil quality estimated or accessed by the controller module 44 of the system 120. An estimation model of oil quality may be provided or otherwise used to determine the oil quality value.

At 208, one or more maintenance events may be scheduled in response to comparing the dynamic estimation model of oil quality, oil quality value, remaining oil life, or ATS life to a threshold value (such as a threshold oil quality value, a threshold remaining oil life value, a threshold ATS life value, or a predetermined estimation model of oil quality). That is, maintenance events may be scheduled in response to satisfying the comparison. The comparison may be that the oil quality value, remaining oil life, or ATS life falls within a range determined by the respective threshold or within a percentage of the respective threshold. The comparison may further include an oil quality value, remaining oil life or ATS life, greater than, equal to, or less than the respective threshold. It is contemplated that the comparison may be a difference or other difference between the dynamic estimation model for oil quality and the predictive estimation model for oil quality. By way of non-limiting example, the maintenance event may be replacement of the ATS 10 or replacement of oil in the gearbox 78 of the ATS 10. Alternatively, maintenance events or schedules may be communicated by the output component 122.

FIG. 7 illustrates another method 300 for predicting oil life in the transmission 78 of the ATS 10. Method 300 is similar to method 200, with similar steps increased in value by 100.

At 302, an oil temperature data set is generated by sensing a temperature from a temperature sensor external to the transmission 78. The temperature sensor external to the transmission 78 for generating the temperature data set may be one of the at least one starter sensor 110. Additionally or alternatively, the temperature data set may be generated at least in part by at least one aircraft sensor 40 or at least an engine sensor 42. The temperature data set may be indicative of a temperature of oil within the transmission 78.

At 304, an environmental data set is generated by an environmental sensor adapted to sense environmental conditions relative to the ATS 10. The environmental sensor may be one of the at least one starter sensor 110. Additionally or alternatively, the environmental data set may be generated at least in part by at least one aircraft sensor 40, at least an engine sensor 42, or the FMS 130.

At 305, an operational data set is obtained by the controller module 44. The operational data may be generated based on data indicative of an air turbine starter start operation. The operational data may include at least one of a total number of cycles that the air turbine starter has performed, a number of Revolutions Per Minute (RPM) of the starting operation, or a time value reflecting a length of time the air turbine starter has been operated in at least one starting operation (e.g., a duration of the air starter operation). The operational data set may be obtained, determined, or generated by at least one starter sensor 110, at least the engine sensor 42, the memory 126, the FMS 130, or input from a user. Optionally, the operational data may include data obtained by at least one internal gearbox detector 112. The information from the at least one internal gearbox detector 112 may be, for example, the oil level at start-up. However, it is believed that the operational data set may be predicted without the use of at least one internal gearbox detector 112.

In addition to or in lieu of obtaining operational data at 305, the controller module 44 may also obtain air turbine starter configuration data. The air turbine starter configuration data includes at least one of a type or model of the ATS 10, a type or model of the turbine engine 14, an installation or last oil change date of the ATS 10, recent maintenance performed on the ATS 10 or turbine engine 14, or oil specific data. By way of non-limiting example, the oil specific data may include a predetermined estimation model of oil type, oil quantity, oil mixture, oil viscosity, or oil mass of oil in the ATS 10 transmission 78. The air turbine starter configuration data may be obtained, determined, or generated by at least one starter sensor 110, at least one aircraft sensor 40, at least an engine sensor 42, memory 126, FMS 130, or input from a user. Alternatively, the air turbine starter configuration data may include data obtained by at least one internal gearbox detector 112. However, it is believed that the air turbine starter configuration data may be obtained without the use of at least one internal gearbox detector 112.

At 306, the controller module 44 predicts a remaining oil life, ATS life, oil quality value, or estimated oil quality model based on the temperature data set, the environmental data set, and the operational data set or the air turbine starter configuration data. Alternatively, the prediction of remaining oil life may include data obtained by at least one internal transmission detector 112. However, it is believed that the remaining oil life may be predicted without the use of at least one internal transmission detector 112.

At 310, operation of the start cycle of the ATS 10 may be based on the predicted remaining oil life, ATS life, oil quality value, or estimated model of oil quality.

Optionally, the method 300 may further include scheduling a maintenance event in response to the remaining oil life, the ATS life, a prediction of the oil quality value, or an estimated model of the oil quality, or comparing the values to corresponding thresholds or ranges, similar to step 208.

Benefits associated with the disclosure discussed herein include predicting remaining oil life without directly sensing temperature inside the transmission or directly sensing oil parameters. Instead, sensors located outside or external to the transmission may provide the information needed to estimate oil parameters (e.g., remaining oil).

Other benefits include improved operation. The start cycle of the air turbine starter may be based on the predicted remaining oil life.

Further, maintenance events may be scheduled, or maintenance schedules may be predicted, taking into account each operating cycle and the remaining oil life may be adjusted accordingly. In particular, environmental data for the environment in which the air turbine starter operates is considered.

This written description uses examples to describe aspects of the disclosure described herein, including the best mode, and also to enable any person skilled in the art to practice aspects of the disclosure, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the aspects of the invention is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims.

Other aspects of the invention are provided by the subject matter of the following clauses:

1. a method for predicting a remaining oil life of oil in a gearbox of an air turbine starter of a vehicle, wherein the method comprises: generating a temperature data set by sensing temperature by at least one temperature sensor external to the gearbox; generating an environmental data set by an environmental sensor, the environmental sensor adapted to sense an environmental condition relative to the air turbine starter; predicting, by the controller module, a remaining oil life based on the temperature data set and the environmental data set; and scheduling a maintenance event in response to the prediction of remaining oil life.

2. The method of claim 1, wherein the at least one temperature sensor is coupled to a housing of the air turbine starter.

3. The method of claim 2, wherein the at least one temperature sensor is located in a main air flow path of the air turbine starter.

4. The method of claim 1, wherein the environmental condition is at least one of an ambient temperature during takeoff of the aircraft, a geographic location of takeoff of the aircraft, or an ambient temperature during a cruise phase of the aircraft.

5. The method of any of claims 1-4, further comprising generating, by the air turbine starter, operational data indicative of an air turbine starter start operation, and predicting the remaining oil life further based on the operational data.

6. The method of claim 5, wherein the operational data includes at least one of a total number of cycles that the air turbine starter has performed, a number of Revolutions Per Minute (RPM) of a starting operation, or a time value reflecting a length of time that the air turbine starter has operated in at least one starting operation.

7. The method of any of claims 1-4, further comprising predicting remaining oil life based on air turbine starter configuration data.

8. The method of claim 7, wherein the air turbine starter configuration data includes at least one of oil type or oil specific data.

9. The method of any of claims 1-4, further comprising comparing the prediction of remaining oil life to a threshold oil life value, and scheduling a maintenance event in response to satisfying the comparison.

10. The method of any of claims 1-4, wherein predicting the remaining oil life is not based on direct sensing of a temperature of the transmission or direct sensing of an oil parameter.

11. A system for determining an oil quality of oil of an air turbine starter, comprising: at least one temperature sensor adapted to sense a temperature external to the gearbox; and a controller module configured to estimate an oil quality model based on the sensed temperature and schedule maintenance events in response to the estimated oil quality model.

12. The system of claim 11, wherein the oil is contained in a gearbox of the air turbine starter.

13. The system of claim 12, wherein the air turbine starter life is based on an oil quality that meets an oil quality threshold.

14. The system of claim 11, wherein the at least one temperature sensor is located in a main air flow path of the air turbine starter.

15. The system of claim 11, wherein the temperature sensor is located outside of a housing of the air turbine starter.

16. The system of any of claims 11-15, wherein the controller module is further configured to estimate the oil quality model based on at least one of an ambient temperature during takeoff of the aircraft, a geographic location of takeoff of the aircraft, an ambient temperature at takeoff, or an ambient temperature during a cruise phase of the aircraft.

17. The system of any of claims 11-15, wherein the controller module is further configured to estimate the oil quality model based on operational data indicative of an air turbine starter start operation.

18. A method for predicting remaining oil life in a transmission of an air turbine starter, wherein the method comprises: generating an oil temperature dataset by sensing a temperature by a temperature sensor external to the gearbox, the oil temperature dataset being indicative of a temperature of oil within the gearbox; generating an environmental data set comprising at least one of an average ambient air temperature or an average cruising altitude during takeoff; generating an operational data set comprising at least one of a total number of start cycles of the starter, a speed per minute during start, or a duration of operation of the air starter; predicting remaining oil life by inputting oil temperature, environmental and operational data sets, and oil type together into a controller module; and operating a start cycle of the air turbine starter based on the predicted remaining oil life.

19. The method of claim 18, wherein the temperature sensor is at least one of an aircraft temperature sensor or an engine temperature sensor.

20. The method of any of claims 18-19, further comprising comparing the predicted remaining oil life to a threshold remaining oil life value, and scheduling a maintenance event in response to satisfying the comparison.