Main Engine Alignment

Diesel Technology Seminar
East Asia November 2008

© MAN Diesel
East Asia – November 2008
DAY 2
09:00 Lesson 9 Vendors 13:30 Lesson 13 Shop test
09:30 Lesson 10 Classes and MD 14:15 Lesson 14 Service experience

p
10:30 Break Coffee 14:45 Break Coffee
10:45 Lesson 11 Cleanliness 15:00 Lesson 15 Alpha Lubricator System
11:00 Lesson 12 Main engine alignment 15:30 Lesson 16 Communication
12:00 Break Lunch 16:00 Lesson 17 Summary and conclusion
Evaluation of the seminar
© MAN Diesel 2
M i engine
Main i alignment
li
1. Alignment in shop
1.1. Alignment of the engine bedplate
1.2. Alignment with water brake
2. Alignment on board
2.1. Main aims
2.2. Alignment
g on board – reasons
2.3. Not recommended procedure
2.4. Recommended procedure
2.5. Bedplate deflection – SAG
2.6. Bearing loads
2.7. Crankshaft deflection
3. Practical recommendation related with alignment inspections
3.1. Bedplate SAG (supporting of the engine)
3.2. Bearing loads measurements
3 3 Aftmost
3.3. Aft t engine
i bearing
b i load l d
4. Results and conclusion
4.1 Bearing offsets
4.2 Case 7S80MC
• Engine
E i aligned
li d - dry
d d dockk - in
i straight
t i ht condition
diti
• Engine aligned – afloat – with SAG
4.3 The bearing loads, crankshaft deflection and bedplate
SAG as the main parameters to confirm alignment.
© MAN Diesel 3
M i engine
Main i alignment
li t
A lig n m e n t aims
Alignment a im s
T prepare and
To d carry outt the
th engine
i shop
h test
t t
• Alignment of the engine bedplate

• Alignment
g with water brake
To obtain optimal parameters for service conditions
• Engine crankshaft straight in service condition

• Bearing load of all main engine bearings and propeller line in service
condition to be within specified limits
• Acceptable crankshaft deflections in service going condition
• Thrust shaft load diagram to be fulfilled
© MAN Diesel 4
The MAN
Main engine Group
alignment
To prepare and carry out the engine shop test
The alignment of various components is based on the assumption that the
all parts have been machined in accordance with the relevant drawings &
specifications. Measurement results for these components are within the
acceptance
p criteria.
That means that assembly / alignment confirms correctness of machining or
new design. Within MAN B&W Diesel A/S documents you find all necessary
PR and QS containing the necessary procedures as well as acceptance
criteria.
1 1 Alignment of the engine bedplate

1.1
1.2 Alignment with water brake
© MAN Diesel 5
TheMain
MANengineGroup
alignment
1.1
1 1 Alignment of the engine bedplate:
As the first step prior assembly the engine is to align the engine bedplate: the target
is to achieve required flatness of the top flange before starting assembly of further
parts.
The tolerance for alignment of engine bedplate in shop (PR 0741600-

0741600-1):
© MAN Diesel 6
TheM iMAN
Main i Group
engine alignment
li t
Measuring
g methods for aligning
g g of bedplate:
p
• using optical or laser equipment
© MAN Diesel 7
Diesel Technology gy Seminar
The MAN Group
Main engine alignment
Measuring methods for aligning of bedplate:
• with communicating vessels ((water in oil gutters)
© MAN Diesel 8
Diesel
TheTechnology
MAN gy Seminar
Group
Measuring methods for aligning of bedplate: PR0742955-

PR0742955-3
• with communicating vessels ((water in oil gutters)
© MAN Diesel 9
The MAN
Main engine Group
alignment
Bedplate alignment during assembl

assemblyy using water in oil gutters
© MAN Diesel 10
Measuring scheme when aligning of the bedplate:

(the bedplate to be supported on wedges)
• Select a corner as reference, measure the three remaining corners
and adjust the height.
The four corners should establish a common horizontal plane.
• Insert the remaining wedges (1-3 for each bearing support), tighten
up them; insert fixing bolts (2-4 for each bearing support) and tighten
down.
• Carry out a final check after all bearing support have been adjusted.
© MAN Diesel < 11 >

M i engine
Main i alignment
li t
Afterwards, having measured results within tolerance / acceptance criteria

we can start further assembling of the engine components: of course,
following necessary PR (Production Recommendation), QS (Quality
Specification) and QC (Quality Control) sheets as the guidelines issued for
the engine builders, e.g.:
•PR No. 0741607-

0741607-4.5 35
35--90MC Assembly. Aligning of the frame box on
b d l t
bedplate,
•PR No. 0742678-
0742678-5.6 MC/ME
MC/ME--C Engines. Check piston inclination before
Alignment of Reciprocating Parts
•QS No. 0741445-
0741445-5.8 MC Engines.
g Alignment
g of reciprocating
p g parts,
p
Acceptance Criteria
•QC No. 0742983-
0742983-9.2 MC/ME Engines. Alignment of reciprocating parts,
Measuring Sheet
•PR No
No. 0742600-
0742600-6.2
6 2 Sub-
Sub-assembly.
assembly Alignment of chain guidebars,
guidebars
General
•PR No. 0742886-
0742886-9.2 Alignment of camshaft

1.2 Alignment with water brake:

brake
Criteria:
The crankshaft deflection and main bearing clearance measurements are taken before and after
coupling of the water brake in order to check and control the water brake alignment.
The engine builder should have experience and / or calculations to assure that the possible change
in the centre height between the engine and water brake from cold to hot condition is acceptable:
The water brake usually tends to rise more

then the engine in hot condition, which in
extreme conditions may lead to no top
clearance in the journal bearing and
exceeding the crankshaft f deflection
f
tolerance during shop test in hot condition.
And so, this can be easily checked by
means of comparison the deflection of last
unit and top clearance of journal bearing.

M i engine
Main i alignment
li t
21M
2.1 Main
i aims
i
To obtain optimal parameters for service conditions
¾ Engine crankshaft straight in service condition

¾ Bearing load of all main engine bearings and propeller line in service
condition to be within specified limits
¾ Acceptable crankshaft deflections in service going condition
¾ Thrust shaft load diagram to be fulfilled

MAN Diesel supplies the following materials for shaft and engine
alignment purpose for each engine design specification:
¾ Guideline
¾ Crankshaft model for Alignment calculation
¾ StaticThrust Shaft Bearing Load Diagram
October 2008 © MAN Diesel < 15 >

2.2 Alignment on board - reasons
To compensate as much as possible

changes between alignment and service condition:
¾ Hull deflection
¾ Engine temperature
¾ Dry dock / afloat
MAN Diesel requires that the above factors be compensated as much as possible
when aligning the engine with propeller shaft on board of vessels. And usually, it is
y aligning
achieved by g g the engine
g with a certain bedplate
p SAG in cold conditions.

M i engine
Main i alignment
li
Cold - aligning - conditions
Service conditions
The loading of the vessel normally tends to deflect the

engine towards a HOG due to deflection of the hull.
This factor is the most important and has been
increased in recent years on some ship types due to
the introduction of high strength steel and optimised
hull design.

Thermal expansion
p causes an
offset change to the all engine
crankshaft bearings. Thermal
expansion is caused by the
heating of the bedplate by the
engine lubricating oil.
Sketch of the engine structure

deflected towards HOG due to
heating up:
engine aligned straight
without SAG.

M i engine
Main i alignment
li t
Engine aligned with SAG
Scetch of the engine structure

deflection due to heating up:

M i engine
Main i alignment
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2.3 Not recommended procedure
Traditional
T diti l GAP/SAG alignment
li t before
b f chocking
h ki
(dry dock, main engine not coupled and in straight condition).
Engine alignment was carried out as follows:

•Vessel in dry dock or afloat however
•Engine in straight condition (crankshaft deflection verification)
•Engine
Engine not coupled to the shafting system
•Engine cold
And then the engine was chocking.
M i engine
Main i alignment
li
2.4 Recommended procedure of alignment introduced for shipyards purposes:

Before chocking:
Required alignment before coupling of shaft flanges:
a) Adjustment of SAG and GAP at flanges (acc. to calculations of shaft line alignment),
b) Adjustment of bedplate SAG (piano wire verification),
c) (Adjust twist)
d) Check crankshaft deflection
e) Check journal bearing top clearance
clearance.
Recommended check after coupling, before chocking
f) Bearing loads of at least: foremost stern tube bearing (if exists), intermediate shaft bearing(-
s), two aftmost engine main bearings.
g) Journal bearing top clearance,
h) Crankshaft deflection (last unit),
If realignment has been carried out the full set of following values must be measured:
Bedplate SAG,
(Twist),
Crankshaft deflection
Journal bearing clearance and bearing loads as above
Again, at the same conditions.
After chocking:
Coupled flanges and tightened of holding down bolts – required check:
Crankshaft deflection
Bearing loads of at least shaft line and journal m/e bearing
bearing,
Main engine journal bearing clearance.

M i engine
Main i alignment
li
MAN Diesel recommended alignment before chocking

(afloat condition, coupled to shafting system and main engine in sagged condition).
At present MAN Diesel recommended procedure prior to chocking is:

•Vessel in afloat condition
•Engine in sagged condition (piano wire verification not acc. to crankshaft deflection).
•Engine coupled to the shafting system. That is to control the crankshaft deflection of the
last unit and the engine aft end static load.
•Engine cold.

M i engine
Main i alignment
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Parameters to optimise the shaft line alignment
1
2
1.Raise or lower intermediate shaft bearing

2 Raise or lower main engine
2.Raise
3.Rotate main engine

M i engine
Main i alignment
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Adjustment of :
• (Twist),
• Bedplate deflection (SAG)
(SAG),
• Bearing loads,
• and crankshaft deflection
when aligning in cold condition.

condition

Status (Measurements of twist):

Generally, the measurements / adjustments must be done while the vessel is in dry dock or
slipway i.e. before launching
For vessels in dry dock / slipway: For vessels at afloat conditions:

• using one levelling instruments, • using two levelling instruments.
• recommendable installing measuring pins in four corners

2.5 Bedplate deflection – SAG:

Status
Bedplate SAG is a downward bedplate

deflection curve as measured on
the topflange camside and
exhaustside. The term SAG refers
to the maximum deviation from a
straight line normally obtained at a
middle of bedplate.
An upward bedplate deflection curve

is a HOG.

M i engine
Main i alignment
li
The bearing saddle

height decides the curve
of the crankshaft and as
the crankshaft is
preferred to be straight
in service condition
There are three methods of obtaining

g of bedplate
p
SAG by taking measurements on the bedplate top
flange:
9Alignment using optical tools,
9Alignment
Ali t using
i llaser equipment,
i t
9And the most used - alignment using piano wire
equipment.
Piano wire measurements

Latest edition of
piano wire tool

M i engine
Main i alignment
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Piano wire – measurements before assembly on board

M i engine
Main i alignment
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Hydraulic jack used for adjsting the main engine (attached under the lifting
bracket or under the engine foot flange) and wedges for engine supporting.
supporting

M i engine
Main i alignment
li
Hydraulic jack used for adjsting the main engine (attached under the lifting
bracket or under the engine foot flange) and wedges for engine supporting.
supporting

M i engine
Main i alignment
li t
QS 0743547-
0743547-3

M i engine
Main i alignment
li t
QS 0743547-
0743547-3

2.6 Bearing load measurements:

M i engine
Main i alignment
li t

Static thrust shaft
M i engine
Main li load
i alignment
t
The limit are based on:
1) Bearing reaction in aftmost engine bearing

(journal bearing)
1.1) Max. permissible reaction:
1.2) Min. permissible reaction:
2) Bearing reaction in aftmost main engine

bearing
2.1) Max. permissible reaction:
2.2) Min. permissible reaction:
3) Axial stress in coupling bolts due to bending

moment => (Numerical) M < 250 kN
3.1) M > -250 kN
3.2) M < 250 kN
4) Max. permissible bending stress in thrust

shaft: 15 N/mm²
F: Shear force (kN)

M: Bending moment (kNm)
G: Weight of turning wheel (kN)
L703298.20041027 (2160/CEJ) © MAN Diesel 38

M i engine
Main i alignment
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Static Thrust Shaft load Diagram 4-6S60MC-C

4 6S60MC C
600
5.00% 0.00%
500
400
S hear [kN]
300
200
100
0
-350 -300 -250 -200 -150 -100 -50 0 50 100
* Depends on ship type
-100
Moment [kNm]
© MAN Diesel 39
M i engine
Main i alignment
li t
PR 0742884-
0742884-5

2Status
2.7
7 Crankshaft deflection
•The main principle is that all bearing

g centres should be in line when the engine
g is
ready for operation.
•The maximum acceptable crankshaft deflection is a calculated value based on the

design of the crankshaft (dimension of the crank throw, length of stroke etc.) and the
applied external forces (combustion).
•The
Th engine
i crankshaft
k h ft deflection
d fl ti mustt be
b within
ithi th
the specified
ifi d maximum
i allowable
ll bl
values in service condition and there are stated in QS.
•It is acceptable,
acceptable and not unusual
unusual, to see crankshaft deflection readings close to the
maximum acceptable value in the aligned (cold) condition because of the above-
mentioned factors (hull deflection, engine temperature, etc.).
© MAN Diesel 41
PR 0743104-
0743104-0
Crankshaft deflection –
adjustment procedure

M i engine
Main i alignment
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Status PR 0743104-
0743104-0

3. Practical recommendations:
PLEASE NOTE THE FOLLOWING:

The task
Th t k off Main
M i Engine
E i Alignment
Ali t with
ith shaft
h ft line,
li i.e.
i alignment
li t off the
th whole
h l
shafting system is the responsibility of the yards together with the engine
makers.
Our interest is to avoid main bearing troubles in service and so, our alignment
support is intending to introduce and teach or train engine manufactures
and shipyards technical staff on this matter. Then, having own trained
people they can implement alignment.
alignment
The procedure very often depends of the engine type and shipyards experience
and then of course, to be adjusted accordingly.

Alignment
g inspection
p
Status on board:
For Class inspectors as well as for the Owner the most
important is the final result, means inspection after
chocking.
However, MAN Di
H Diesell supervisors
i iinsist
i t tto attend
tt d iinspection
ti
before chocking the engine - possibility of adjustment if
necessary.
We recommend using our standard sheets when
documenting he engine alignment – to avoid unnecessary
discussion / misunderstanding.
When it comes to checking the engine bearing loads, it is
recommended that the loads of shaft line bearings are
checked simultaneously. Furthermore, the crankshaft
deflection and bedplate SAG should be checked in the
same condition of the engine and vessel. Then, when
documenting the results of the alignment, it is very
important that the measurements are made under the
same hull draught condition and approximately at the
same time. In addition, the temperature is to be recorded.
When comparing the results of alignment on sister
vessels, all of these parameters must be taken into
consideration.

3.1 Bedplate SAG measurements:
Behaviour of different type of engines:

Depending of engine size,
size type of engines etc
etc. they deflect in different way:
- The recommended bedplate SAG is to be obtained under engine own weight.
- Please note that it may not be possible to obtain a bedplate SAG on engines with lower cylinder
numbers
b (4 6 cyl.).
(4-6 l ) It is
i nott allowed
ll d tto fforce the
th engine
i iinto
t a certain
t i bbedplate
d l t SAG
SAG, e.g. b
by
tightening the holding down bolts during the alignment. That means then all middle screws/wedges
have to be loose keeping the engine supported only at the ends – 4 corners. If in such condition
engine deflects less then recommended SAG – this is acceptable. Before chocking all loose
alignment screws/wedges are to be screwed down manually with little torque to obtain contact with
the foundation, keeping shape unchanged.
- For longer type of engines the alignment screws or wedges in the middle of engine are using during
alignment
li t / obtaining
bt i i b bedplate
d l t SAG
SAG.

M i engine
Main i alignment
li
3.2 Bearing loads measurements:
3rd Aftmost bearing 2nd Aftmost bearing
Set up for measurements of inside engine bearing loads

Set-up
© MAN Diesel 47
Status Set-up
Set up for measurements of aftmost bearing load

Set-up for measurements of intermediate shaft

bearing load

Tools for jack-up measurements

Status

M i engine
Main i alignment
li t
Status
Analysis of jack-up curve
It is important to have many measuring points in the lower range, 0 – 0.2 mm of lifting since the
break points occur:
•for shaft line bearings: between 0,05 to 0,25;
•for aftmost engine bearing: between 0,03 to 0,15;
•for other engine bearing: between 0,03 to 0,10;

Status
Analysis of jack-up curve

M i engine
Main i alignment
li t
3.3 Aftmost engine bearing load
Service experience has shown that the load in the engine journal bearing (the
aftmost bearing) can be reduced to zero in all draught conditions of the
vessels,
l without
ith t risk
i k off b
bearing
i d damage (th
(the lload
d iin allll other
th engine
i
bearings must still be at least 5% of the maximum specified load).
Generally, the load in the aftmost engine bearing is to be considerably lower
than the load in the second aftmost bearing
bearing.
The calculated SAG and GAP (at flanges) found by calculation and should be
used only to preset the main engine before coupling; later when checking
alignment the engine can be re-positioned accordingly. And we see no need
to disconnect the shaft flanges after chocking: once alignment has been
verified by the bearing load measurements, the SAG and GAP at flanges is
no longer
l relevant.
l t

M i engine
Main i alignment
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4. Results and conclusion

4.1 Bearing offsets
Engine main bearing saddle height (offset).
Example: 7S80MC, long version
#6 #7 #8 #9
Chain drive
section. Engine
Aft. end
aftmost main engine

g bearing
g aftmost engine
g bearingg
(Journal bearing)
1) #9 initial offset –0.14 mm, due to engine structure change during assembly
2) #9 offset additionally –0.14 mm due to engine temperature. Total offset -0.28 mm (#9)
3) #7 offset,
offset to compensate for hull
h ll deflection during
d ring loading down
do n

M i engine
Main i alignment
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4.2 Case 7S80MC
M/E straight condition (without sag before chocking).
7S80MC, Afloat,

M i engine
Main i alignment
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M/E straight condition (without sag before chocking).

chocking)
7S80MC, Design draft

M i engine
Main i alignment
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M/E deflection in design draft. 7S80MC, M/E aligned in afloat, straight.
0,5
0,4
0,3
Exhaust side (design draft).
mm
0,2 Cam side (design draft).

Exhaust side (straight).
Cam side (straight).
0,1
0
1 2 3 4 5 6 7 8 9
-0,1
Bearing no.

7S80MC, Static bearing load measurement during installation and S/T.

Engine final aligned in dry dock in straight condition.
condition

7S80MC, Afloat before chocking, M/E aligned in afloat with 0.4 mm sag.

7S80MC, Ballast draft, M/E aligned in afloat with 0.4 mm sag.

M i engine
Main i alignment
li
7S80MC, Design draft, M/E aligned in afloat with 0.4 mm sag before chocking.

M/E deflection in ballast and design draft. 7S80MC, M/E aligned in afloat with 0.4 mm sag.
0,15
0,05
1 2 3 4 5 6 7 8 9
-0,05
0 05
mm
-0,15
-0,25
-0
0,35
35 Exhaust side (design draft)
draft).
Cam side (design draft).
Exhaust side (ballast draft).
-0,45 Cam side (ballast draft).
Bearing no. Exhaust side (sagged condition).
C
Cam side
id ((sagged d condition).
diti )

7S80MC, Static bearing load measurement during installation and S/T. Engine final
aligned in afloat with 0.4 mm sag.

Statistics: Number of Reported
Cases of Damage to MC Engines
4.4 Statistics
Statistics based on attendance from the Operations Department
Graphic presentation of the positive influence by the
Alignment OLS type main bearing, reduced top clearance and
80 procedure finalised off-set / alignment procedure updates.
70 Fore: Main bearing

g#1&2
damages
Aft: Three aft-most main bearings

60
Centre: Remaining main bearings
50
mber of d
New SL –
40 Reduced top clearances
30
Num
Fl
Flex-edge
d introduced
i t d d
20
Revised top (reduced)
clearance range introduced
10
0
1999 2000 2001 2002 2003 Aft
Centre
Year
Fore
3331289/20040303 (2300/AAB) © MAN Diesel 64

M i engine
Main i alignment
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4.3 Conclusions and results:
• Alignment to be confirmed by bearing loads,

loads crankshaft deflection and
bedplate SAG measurements.
• Acceptable unloaded aftmost engine bearing in aligning (cold)
condition.
• Adjustment after chocking the engine – only by re-positioning of
intermediate shaft bearing (-s).
We are satisfied to confirm that practically, the shaft system alignment with
respect to MAN B&W engines, in almost all Chinese Shipyards is
carried out accordingly to our recommendation.

The MAN
Main engine Group
alignment
MAN Diesel Copenhagen

Engine Installation Support (Dept LEP) - Communication in China:
Sit Office
Site Offi Hudong,
H d Sh
Shanghai,
h i P.R.China
P R Chi
Marek Agacinski, E-mail: “mra@mandiesel.com.cn”
Fax +86-21-38710137
Mobile (+86) 13916033846,
Tel. +86-21-38710916
Site Office DMD, Dalian, P.R.China

Lin Fuqiang, E-mail: “lxf@mandiesel.com.cn”
Fax +86-411-8441327
Mobile: (+86) 13998662616
Tel. +86-411-84400715
October 2008 MRA/LEP © MAN Diesel 66

Main Engine Alignment

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Diesel Technology Seminar

East Asia November 2008

09:00 Lesson 9 Vendors 13:30 Lesson 13 Shop test

09:30 Lesson 10 Classes and MD 14:15 Lesson 14 Service experience

10:30 Break Coffee 14:45 Break Coffee

10:45 Lesson 11 Cleanliness 15:00 Lesson 15 Alpha Lubricator System

11:00 Lesson 12 Main engine alignment 15:30 Lesson 16 Communication

12:00 Break Lunch 16:00 Lesson 17 Summary and conclusion

Evaluation of the seminar

• Alignment of the engine bedplate

To obtain optimal parameters for service conditions

• Engine crankshaft straight in service condition

1 1 Alignment of the engine bedplate

1.2 Alignment with water brake

The tolerance for alignment of engine bedplate in shop (PR 0741600-

• using optical or laser equipment

Measuring methods for aligning of bedplate:

• with communicating vessels ((water in oil gutters)

Measuring methods for aligning of bedplate: PR0742955-

• with communicating vessels ((water in oil gutters)

Bedplate alignment during assembl

Measuring scheme when aligning of the bedplate:

© MAN Diesel < 11 >

Afterwards, having measured results within tolerance / acceptance criteria

•PR No. 0741607-

© MAN Diesel < 12 >

1.2 Alignment with water brake:

The water brake usually tends to rise more

© MAN Diesel < 13 >

To obtain optimal parameters for service conditions

¾ Engine crankshaft straight in service condition

© MAN Diesel < 14 >

¾ Crankshaft model for Alignment calculation

¾ StaticThrust Shaft Bearing Load Diagram

October 2008 © MAN Diesel < 15 >

2.2 Alignment on board - reasons

To compensate as much as possible

¾ Dry dock / afloat

© MAN Diesel < 16 >

Cold - aligning - conditions

The loading of the vessel normally tends to deflect the

© MAN Diesel < 17 >

Sketch of the engine structure

© MAN Diesel < 18 >

Engine aligned with SAG

Scetch of the engine structure

© MAN Diesel < 19 >

2.3 Not recommended procedure

Engine alignment was carried out as follows:

2.4 Recommended procedure of alignment introduced for shipyards purposes:

© MAN Diesel < 22 >

MAN Diesel recommended alignment before chocking

At present MAN Diesel recommended procedure prior to chocking is:

© MAN Diesel < 23 >

Parameters to optimise the shaft line alignment

1.Raise or lower intermediate shaft bearing

© MAN Diesel < 24 >

when aligning in cold condition.

© MAN Diesel < 25 >

Status (Measurements of twist):

For vessels in dry dock / slipway: For vessels at afloat conditions:

© MAN Diesel < 26 >

2.5 Bedplate deflection – SAG: