vickers hydraulic pump repair manual free sample

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After removing the pump from the system and before disassembly, cap or plug all ports and disconnected hydraulic lines. Clean the outside of the unit thoroughly to prevent entry of dirt into the system.

Absolute cleanliness is essential when working on a hydraulic system. Always work in a clean area. The presence of dirt and foreign materials in the system can result in serious damage or inadequate operation. Periodic maintenance of the pump will generally not require disassembly to the extent described here.

Troubleshooting is one of the best virtues to acquire if you are an industrial pump repair technician. All in all, troubleshooting is a process. Firstly, you have to define the problem, gather information, and analyze data that will help you solve the problem, implement the solution and check if it worked for you or not. This form collects vickers vane pump problems, symptoms, and solutions！

4.Install gasket (2) in place in the face of compensator body (11). Cover the compensator body with clean Kraft pa- per and set aside for final assembly of the pump.

19.Remove retaining ring (44) then press shaft seal (45) from pump housing (27).If yoke (56) and front shaft bearing (61) were not defective, perform the following step.

a. Install a nine inch piece of 1 1/2” heavy wall tubing over drive shaft (48) within the housing. The end of the tub- ing will rest against the inner race of tapered roller bearing (61) and extend out beyond the end of the pump housing. Place the complete unit with tubing into an arbor press with drive spline up. Press the drive shaft through the bearing and out of the unit. A 0.001 press exists between the shaft and bearing so considerable force is required to remove the bearing. See Figure 17 (PVE19/21).

c. Press drive shaft (48) into shaft bearing (61) as follows: Use a short piece of 1 1/2” inch heavy wall tubing (approximately 6” long) over the drive spline of the shaft. The tubing must be long enough to go through the shaft seal end of the pump and make contact with the inner race of the front bearing. Press the shaft through the bearing with an arbor press until the bearing bottoms against the shoulder of the shaft (snap ring on the PVE12). See Figure 18.

d. Place spherical washer (41) on top of the three pins, then install shoe plate (42) with nine piston and shoe subassemblies (43) over spherical washer (41) and into cylin- der block. Wobble shoe plate (42) to make sure that each piston is free within its bore in the cylinder block.e. Set housing (27) on its side and hold pump shaft (48) horizontal. Slide rotating group into the housing. Rotate the shaft to match the shaft splines to the cylinder block and spherical washer.

5.Inspect valve block (26) for burrs, nicks, plugged body passages, flatness of the pump wafer plate area and porosity. Inspect check valve seat (64). Make sure the seat is tight with- in the valve block and does not protrude above the valve block face. Repair or replace the valve block if defective.

Lubricate all moving parts of the piston pump with system fluid to facilitate assembly and provide initial lubrication. Pour system fluid liberally over the rotat- ing group and wafer plate as these parts are without lubrication until the pump primes.

This article will provide you with tips and tricks when it comes to finding gaskets, seals and other quality components for your vickers vane pump repair manual.

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Hydraulic pumps can be one of the longest lasting and trouble-free components on an aircraft. The longevity of these pumps comes from the fact that they are self-lubricating and self-cooling. Given a clean supply of hydraulic oil, they can run for about 20,000 hours or more between overhauls.

Maintenance for hydraulic pumps, from the relatively light-duty general aviation pumps to air carrier capacity heavyweights are what is referred to as "on-condition." As long as they produce the desired pressure, they are allowed to continue operating.

According to John Schuerman, Technical Support manager for Eaton Aerospace"s Vickers Fluid Systems, in Jackson, MS, "A small portion of the pumps that we manufacture are returned prematurely - and even then, 5 or 10 percent of those are removed in error, meaning that the pump is actually OK. Those pumps are run on our test bench to verify operation and then returned to the customer. Vickers pumps actually have no life-limiting components, all components are repaired as necessary." As further testimony to the longevity of the pumps, Schuerman says that all of its products are warranted for three years. "The average commercial aircraft flies around 3,500 hours a year," he says.

Schuerman says for the pumps that need repair, "One of the items that we are concerned with during the overhaul process is signs of contamination that the customer didn"t know existed. It"s important for us to inform the customer of this contamination so they can address the aircraft system. For example, we found a small piece of wire in the intake of a pump recently and told the airline about it. It turns out that the wire was from the wire mesh surrounding one of the hydraulic system filters. The airline investigated and it turns out that the hydraulic filter was coming apart. If we had not told them about this, they could have damaged the replacement pump and other components in the system or had a more serious failure."

Vickers has an in-house, FAA-approved repair station from which it offers aftermarket repair and overhaul services to its customers. Schuerman says that one of the biggest challenges that it faces with pump repair is that the problem is not well defined by the customer. "Often, we have to run the unit through a series of tests to determine what needs to be done," explains Schuerman. "It sure helps if the failure mode and operating parameters are defined on the receiving paperwork. This can also eliminate costs related to unnecessary testing."

Regardless, Tim Bartholet, Vickers Service Center manager, says, "We still test the majority of the pumps (75 percent or more) when they first come in, to establish a baseline for how the pump or unit is running. The pump came off for a reason. If the customer says there is low pressure, we like to verify it has low pressure and that the gauge in the cockpit is not the problem. There are some units that we don"t place on the test bench such as those that are obviously defective or if we suspect they have been contaminated we don"t want to contaminate our equipment."

Schuerman explains, "All of our test benches are run by computers that access a database for the particular unit being tested. The pump is then run according to the test specifications and the performance of the pump is recorded on the computer. Necessary adjustments are made to the unit while it is on the bench. Typical run time on the bench is around two hours."

Mike McKay, test bench technician for Vickers, says, "The test bench is invaluable as a troubleshooting tool. Many parameters are monitored that you could not monitor in the field. For instance, case pressure is monitored. Case pressure can impact the output pressure of the pump because the pump compensator references the case pressure in order to provide the proper pump output. If you have a blockage of your case drain filter, for example, and the case pressure increases, that will feed back to the compensator and give you a higher pressure indication. In this instance, the case filter is the problem."

Once the condition of the pump is determined, the next step is to make decisions as to how to approach a repair. Schuerman says that every customer has different requirements and they always communicate the various options regarding the repair. For instance, many customers like to overhaul a unit, but typically, it"s more economical to repair a pump as opposed to overhaul. "We often can repair a pump cheaper than overhauling it."

"We make it a point to communicate with the customer relative to what type of inspection or overhaul we are going to perform on their unit. In some cases, the repair will cost as much as an overhaul does. In that case, it may be worthwhile to spend a few more dollars to get the product overhauled," he says.

As a repair station that exists at the manufacturing facility, there are some interesting twists regarding how the Vickers Service Center is regulated.

Of the few problems that develop related to hydraulic pumps, one of the most persistent is leakage of fluids from different mating flanges and openings.

In order to reduce leakage possibilities and simplify their line of pumps, Vickers has re-designed the PV3-240-18, used on Boeing 737-600 to 900, to reduce the number of mating surfaces on the high pressure end of the pump.

The pressure compensator is a spool valve that is held in the closed position by an adjustable spring load. When pump outlet pressure (system pressure) exceeds the pressure setting, 3,025 psi (209 bar), the spool moves to admit fluid from the pump outlet into the actuator piston. (In the schematic, the pressure compensator is shown at cracking pressure; i.e., pump outlet pressure just high enough to move the spool to begin to admit fluid to the actuator piston.)

The yoke is supported inside the pump housing on two bearings. At pump outlet pressures below 3,025 psi, it is held at its maximum angle - in relation with the drive-shaft centerline - by the force of the yoke return spring. Decreasing system flow demand causes outlet pressure to become high enough to crack the compensator valve open and admit fluid to the actuator piston. This control pressure overcomes the yoke return spring force and strokes the pump yoke to a reduced angle. The reduced angle of the yoke results in a shorter stroke for the pistons and reduced displacement.

The lower displacement results in a corresponding reduction in pump flow. The pump delivers only that flow required to maintain the desired pressure in the system. When there is no demand for flow from the system, the yoke angle decreases to nearly zero degrees stroke angle. In this mode, the unit pumps only its own internal leakage.

Thus, at pump outlet pressures above 3,025 psi, pump displacement decreases as outlet pressure rises. At system pressures below this level, no fluid is admitted through the pressure compensator valve to the actuator piston and the pump remains at full displacement, delivering full flow. Pressure is then determined by the system demand.

When the solenoid valve is energized, outlet fluid is ported to the EDV control piston on the end of the compensator. The high pressure fluid pushes the compensator spool beyond its normal metering position. This removes the compensator from the circuit and connects the actuator piston directly to the pump outlet.

Outlet fluid is also ported to the blocking valve spring chamber. This equalizes pressure on both sides of its plungers, and the blocking valve closes due to the force of the blocking valve spring and isolates the pump from the external hydraulic system. The pump strokes itself to zero delivery at an outlet pressure equal to the pressure required on the actuator piston to reduce the yoke angle to nearly zero. This depressurization and blocking feature can be used to reduce the load on the engine during starting and, in a multiple pump system, to isolate one system for checkout purposes.

In 1999, Vickers produced a service letter to clarify the overhaul definition and criteria in hopes of ensuring there is uniformity of maintenance within the industry.

According to Vickers" service letter, there are many repair facilities around the world performing maintenance of Vickers components; however, there is a big disparity in the quality of repairs between one repair center to another. Much of this disparity is the result of differing terminology from one repair center to another. Due to the broad interpretations in terminology, it is difficult for operators to determine what each repair center performs during their maintenance actions.

Vickers interprets the following terminologies as describing an overhauled component: Zero-Timed, Factory Rebuilt, Overhauled to Zero Time, Like New Condition, and Reconditioned.

These are all interpreted as overhaul; however, many maintenance facility"s overhauls fall short of "Overhauled" as defined by Vickers. Vickers believes many maintenance actions identified as "Overhauls" should be classified as repairs.

There are various terminologies used to describe repair, such as, Repair as Necessary, Repair for Continued Time, or Repair to Serviceable Condition. Repair is defined by Vickers as "the limited actions necessary to restore the component to compliance with pertinent performance requirements without necessarily implementing any or all applicable service bulletins, (S/Bs)." This normally covers the actions necessary to correct the reason for removal and other maintenance actions necessary to meet the performance requirements defined in the technical data (Component Maintenance Manual (CMM), Service Bulletins (S/Bs), or production specifications).

A Vickers overhaul for hydraulic rotating components applies to all hydraulic pumps, hydraulic motors, power transfer units, and Ram Air Turbine (RAT) pumps.

Overhaul of a hydraulic rotating component includes all maintenance actions to effectively restore the component to an "As New" condition. An overhaul includes the replacement of all bearings, all springs (including wave washers) and all soft goods (packings, face seals, gaskets, and backup rings). Overhaul kits listed on page 4 of this service letter contain the required replacement parts.

Overhauled components are tested in accordance with the current issue of the component maintenance manual or the production acceptance test procedure.

Overhaul of electrical rotating components includes all repair actions to effectively restore the component to an "As New"" condition. An overhaul includes the replacement of all bearings, brushes (where applicable), all springs (including wave washers), and all soft goods (packings, face seals, gaskets, and backup rings).

Overhauled components are tested in accordance with the current issue of the component maintenance manual (CMM) or the production acceptance test procedure.

Vickers is continuously improving their components through the issuance of product improvement service bulletins. Vickers incorporates many production product improvements during an overhaul and recommends the implementation of unincorporated, non-production service bulletins when overhauling the component.

The majority of Vickers components are maintained as "On Condition" without established TBO intervals; however, some operators have established TBO intervals for these components due to identified cost benefits of hard time overhauls. Due to variables in utilization, route structure, system conditions, maintenance practices, component configuration, etc.

ETS is committed to providing our customers with the most reliable and genuine Bosch Rexroth, Parker, Calzoni, Vickers (Eaton), Atos & Hydac pump and motor units, valves and parts possible.

Check that the pump shaft is rotating. Even though coupling guards and C-face mounts can make this difficult to confirm, it is important to establish if your pump shaft is rotating. If it isn’t, this could be an indication of a more severe issue, and this should be investigated immediately.

Check the oil level. This one tends to be the more obvious check, as it is often one of the only factors inspected before the pump is changed. The oil level should be three inches above the pump suction. Otherwise, a vortex can form in the reservoir, allowing air into the pump.

What does the pump sound like when it is operating normally? Vane pumps generally are quieter than piston and gear pumps. If the pump has a high-pitched whining sound, it most likely is cavitating. If it has a knocking sound, like marbles rattling around, then aeration is the likely cause.

Cavitation is the formation and collapse of air cavities in the liquid. When the pump cannot get the total volume of oil it needs, cavitation occurs. Hydraulic oil contains approximately nine percent dissolved air. When the pump does not receive adequate oil volume at its suction port, high vacuum pressure occurs.

This dissolved air is pulled out of the oil on the suction side and then collapses or implodes on the pressure side. The implosions produce a very steady, high-pitched sound. As the air bubbles collapse, the inside of the pump is damaged.

While cavitation is a devastating development, with proper preventative maintenance practices and a quality monitoring system, early detection and deterrence remain attainable goals. UE System’s UltraTrak 850S CD pump cavitation sensor is a Smart Analog Sensor designed and optimized to detect cavitation on pumps earlier by measuring the ultrasound produced as cavitation starts to develop early-onset bubbles in the pump. By continuously monitoring the impact caused by cavitation, the system provides a simple, single value to trend and alert when cavitation is occurring.

The oil viscosity is too high. Low oil temperature increases the oil viscosity, making it harder for the oil to reach the pump. Most hydraulic systems should not be started with the oil any colder than 40°F and should not be put under load until the oil is at least 70°F.

Many reservoirs do not have heaters, particularly in the South. Even when heaters are available, they are often disconnected. While the damage may not be immediate, if a pump is continually started up when the oil is too cold, the pump will fail prematurely.

The suction filter or strainer is contaminated. A strainer is typically 74 or 149 microns in size and is used to keep “large” particles out of the pump. The strainer may be located inside or outside the reservoir. Strainers located inside the reservoir are out of sight and out of mind. Many times, maintenance personnel are not even aware that there is a strainer in the reservoir.

The suction strainer should be removed from the line or reservoir and cleaned a minimum of once a year. Years ago, a plant sought out help to troubleshoot a system that had already had five pumps changed within a single week. Upon closer inspection, it was discovered that the breather cap was missing, allowing dirty air to flow directly into the reservoir.

A check of the hydraulic schematic showed a strainer in the suction line inside the tank. When the strainer was removed, a shop rag was found wrapped around the screen mesh. Apparently, someone had used the rag to plug the breather cap opening, and it had then fallen into the tank. Contamination can come from a variety of different sources, so it pays to be vigilant and responsible with our practices and reliability measures.

The electric motor is driving the hydraulic pump at a speed that is higher than the pump’s rating. All pumps have a recommended maximum drive speed. If the speed is too high, a higher volume of oil will be needed at the suction port.

Due to the size of the suction port, adequate oil cannot fill the suction cavity in the pump, resulting in cavitation. Although this rarely happens, some pumps are rated at a maximum drive speed of 1,200 revolutions per minute (RPM), while others have a maximum speed of 3,600 RPM. The drive speed should be checked any time a pump is replaced with a different brand or model.

Every one of these devastating causes of cavitation threatens to cause major, irreversible damage to your equipment. Therefore, it’s not only critical to have proper, proactive practices in place, but also a monitoring system that can continuously protect your valuable assets, such as UE System’s UltraTrak 850S CD pump cavitation senor. These sensors regularly monitor the health of your pumps and alert you immediately if cavitation symptoms are present, allowing you to take corrective action before it’s too late.

Aeration is sometimes known as pseudo cavitation because air is entering the pump suction cavity. However, the causes of aeration are entirely different than that of cavitation. While cavitation pulls air out of the oil, aeration is the result of outside air entering the pump’s suction line.

Several factors can cause aeration, including an air leak in the suction line. This could be in the form of a loose connection, a cracked line, or an improper fitting seal. One method of finding the leak is to squirt oil around the suction line fittings. The fluid will be momentarily drawn into the suction line, and the knocking sound inside the pump will stop for a short period of time once the airflow path is found.

A bad shaft seal can also cause aeration if the system is supplied by one or more fixed displacement pumps. Oil that bypasses inside a fixed displacement pump is ported back to the suction port. If the shaft seal is worn or damaged, air can flow through the seal and into the pump’s suction cavity.

As mentioned previously, if the oil level is too low, oil can enter the suction line and flow into the pump. Therefore, always check the oil level with all cylinders in the retracted position.

If a new pump is installed and pressure will not build, the shaft may be rotating in the wrong direction. Some gear pumps can be rotated in either direction, but most have an arrow on the housing indicating the direction of rotation, as depicted in Figure 2.

Pump rotation should always be viewed from the shaft end. If the pump is rotated in the wrong direction, adequate fluid will not fill the suction port due to the pump’s internal design.

A fixed displacement pump delivers a constant volume of oil for a given shaft speed. A relief valve must be included downstream of the pump to limit the maximum pressure in the system.

After the visual and sound checks are made, the next step is to determine whether you have a volume or pressure problem. If the pressure will not build to the desired level, isolate the pump and relief valve from the system. This can be done by closing a valve, plugging the line downstream, or blocking the relief valve. If the pressure builds when this is done, there is a component downstream of the isolation point that is bypassing. If the pressure does not build up, the pump or relief valve is bad.

If the system is operating at a slower speed, a volume problem exists. Pumps wear over time, which results in less oil being delivered. While a flow meter can be installed in the pump’s outlet line, this is not always practical, as the proper fittings and adapters may not be available. To determine if the pump is badly worn and bypassing, first check the current to the electric motor. If possible, this test should be made when the pump is new to establish a reference. Electric motor horsepower is relative to the hydraulic horsepower required by the system.

For example, if a 50-GPM pump is used and the maximum pressure is 1,500 psi, a 50-hp motor will be required. If the pump is delivering less oil than when it was new, the current to drive the pump will drop. A 230-volt, 50-hp motor has an average full load rating of 130 amps. If the amperage is considerably lower, the pump is most likely bypassing and should be changed.

Figure 4.To isolate a fixed displacement pump and relief valve from the system, close a valve or plug the line downstream (left). If pressure builds, a component downstream of the isolation point is bypassing (right).

The most common type of variable displacement pump is the pressure-compensating design. The compensator setting limits the maximum pressure at the pump’s outlet port. The pump should be isolated as described for the fixed displacement pump.

If pressure does not build up, the relief valve or pump compensator may be bad. Prior to checking either component, perform the necessary lockout procedures and verify that the pressure at the outlet port is zero psi. The relief valve and compensator can then be taken apart and checked for contamination, wear, and broken springs.

Install a flow meter in the case drain line and check the flow rate. Most variable displacement pumps bypass one to three percent of the maximum pump volume through the case drain line. If the flow rate reaches 10 percent, the pump should be changed. Permanently installing a flow meter in the case drain line is an excellent reliability and troubleshooting tool.

Ensure the compensator is 200 psi above the maximum load pressure. If set too low, the compensator spool will shift and start reducing the pump volume when the system is calling for maximum volume.

Performing these recommended tests should help you make good decisions about the condition of your pumps or the cause of pump failures. If you change a pump, have a reason for changing it. Don’t just do it because you have a spare one in stock.

Conduct a reliability assessment on each of your hydraulic systems so when an issue occurs, you will have current pressure and temperature readings to consult.

Al Smiley is the president of GPM Hydraulic Consulting Inc., located in Monroe, Georgia. Since 1994, GPM has provided hydraulic training, consulting and reliability assessments to companies in t...