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    Main Engine Bearings 1

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    Виталий Безверский

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    Main Engine Bearings 1

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    Виталий Безверский
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    17 views24 pages

    Main Engine Bearings 1

    Uploaded by

    Виталий Безверский

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    © All Rights Reserved
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    Ue a at) OF TWO-STROKE BEARINGS Version 1.0 MAN | PrimeServ Penis me Bearing suppliers and their DCC) —_ - str T eT) Pee FLT tn uy VHF DLA 4 VI A tie Docket \6 to assist superintendents, FAA CGS B00 USES Ne 6 in their work if bearing prob- 1G W066 i ARM BAIN tro-stroke engines. Fi section A6¢cribes 4 number of items common to all hearings, and the following sections deal with the specific probherns for crosshead, crankpin and main bearings. Main points regarding inspection: # The background for rule no. 1) "Do not open up bearings without af obvious reason" |S that experience shows that 1078 BAGING COMpONenta, especially bearings, fail more frequently shortly after an overhaul due to incorrect reas feribly, foreign particles being introduced, ete # 80 @8 [0 enaure (hat engine deaigners/manutacturers < ene kere Lae the same terminology when discu: hearing questions, our internal pre-printed “Inspectic bora’ for @AEN OF he three big bearings should be every tiie @ bearing is opened up for inspection # Al loaat onee a month, and few hours after majo (he crankoane should be carefully inapected for f hy nina the praaoribedt eheak procs Without Opening th @ bewings. A de Opened! UMeRS an UEXtated spare BEARINGS PREFACE The purpose of this booklet is to assist superintendents, ' chief engineers and supervisors in their work if bearing prob- lems arise in MAN B&W two-stroke engines. j First section describes a number of items common to all bearings, and the following sections deal with the specific | Problems for crosshead, crankpin and main bearings Main points regarding inspection: i = The background for rule no. 1: "Do not open up bearings | without an obvious reason” is that experience shows that some engine components, especially bearings, fail more frequently shortly after an overhaul due to incorrect reas- | sembly, foreign particles being introduced, etc | = So as to ensure that engine designers/manufacturers and | pERREeEEeE y =) end-users use the same terminology when discussing a bearing questions, our internal pre-printed “Inspection Re- a Ports” for each of the three big bearings should be used =) every time a bearing is opened up for inspection =) ® At least once a month, and few hours after major repairs, any the crankcase should be carefully inspected for fragments sag of loose metal Va = If metal fragments are found, the origin should be found ' | | f ¥ by using the prescribed check procedures and, if possible, | t } | , without opening the bearings. A damaged bearing should Not be opened unless an updated spare bearing is avail- able. = TAKING PHOTOS OF BEARINGS Taking photos is an important part of bearing investigation and reporting as a photo will tell much more than many words. Before photos are taken, wipe the bearing clean from oil and mark up the items listed below, using a permanent speed- marker giving a clear contrast between marker colour and bearing. Dressing-up is done after the photo session. As a minimum mark up the following: 1. Bearing position 2. Direction of rotation 3. Starboard side and port side 4. Forward direction and aft direction 5. Location and size of damage 6. Marks and stamps (manufacturer’s name and logo are normally marked on the side of the bearing). If possible, avoid flash and light reflection. Do not forget to take photos of the back side of the bearings, including the marking and the position of a possible damage to the bear- ing metal. Taking photos of bearings Bearing suppliers and their LET CT} Bearing materials and building-up of WET Tools Bearing clearances i Ea aan Journal Pree «Os BEARING SUPPLIERS AND THEIR MARKING Always note down, the name of the bearing manufacturer. A bearing is an approved component, and the bearing manu- facturer has been approved as a supplier. However, approval of one bearing type does not mean that other types from the same supplier are approved automatically. Some suppliers are only approved to deliver low-loaded bearings. The list below shows which manufacturers are approved and which are not as of end-2011. The maker’s logo has to be stamped on the bearing side together with the bearing draw- ing number. It is important to note that missing logos may indicate that an unauthorised bearing supplier is used. Zollern BHW Gleitlager GmbH & Co Braunschweig (Germany): The logo followed by "2” means the shell was made in Braunschweig. The logo followed by “5” means the shell was made by Glygo do Brazil. Glacier (England): Taken over by Daido. «~ DAIDO METAL CO., LTD. (Japan): Old marking New marking Dong Yang Metal (Korea): Miba Gleitlager AG (Austria): SHINA Metaltech Co., Ltd. (Korea): SHINWOO Metal Industrial Co. LTD. (Korea): © @ TLC - Tous les Coussinets (France). Taken over by Zollern TLC: win HANSUNG MACHINERY CO., LDT. (Korea): Chongqing Yujin Machinery Plant - China: KNG (Japanese maker): Unknown producer not approved: Sumitomo (Japanese, ”unknown” not approved by MAN Diesel & Turbo): © ~ 4 - MATERIALS AND BUILDING-UP OF BEARINGS All bearings consist of a steel back and a bearing material (tin-based white metal HMO7 or tin-aluminium AlSn40) cov- ered with a flash layer in tin (Sn) for protection against corro- sion. In addition, crosshead bearings have a 20-30 tm Pb- based overlayer used to adapt the bearing to the pin. The Pb-based overlayer is sometimes replaced by a synthetic plastic overlayer. We distinguish between the previous thick shell bearings (30-60 mm thick) and the new thin shell bearings (thickness 2-2.5% of the corresponding journal diameter). Until 1980 all bearings were produced with HMO7 white metal as the bearing material, i.e. GFCA and earlier engine types all have white metal bearings. White metal has the advantage that it is not very sensitive to foreign particles, which can be absorbed in the relatively soft material. However, the fatigue strength is limited and it is decreases at high temperatures. As the material is rather soft, it is relatively easy to repair damaged areas by scraping. When the p,,,. in the GB and MC engines increased the harder AlSn40 with higher fatigue strength was introduced as bearing material, first in the GB engines for crosshead bearings and later in MC-C engines for all three bearing types on small and medium bore en- gines. However, the AlSn40 material is more sensitive to contamination and foreign particles, especially in crosshead bearings where an Ni or Ag layer is necessary between the bearing material and the necessary Pb-based overlayer to ensure good adhesion. For crosshead bearings, the coating is a lifetime coating. For main bearings, it is a running-in coating which is worn away after some thousand hours of operation. 12- Due to the difference in hardness, it is much easier to scrape a white metal bearing than a tin-aluminium bearing. A Scrap- ing in a tin-aluminium bearing must only be done by a spe- cialist from MAN PrimeServ, Copenhagen. A few years ago, we often found that poor bonding between the steel back and the bearing metal was the reason for bearing failure, but for the moment this production failure type is almost eliminated. The bonding strength between the white metal and the steel can be checked by using a so-called chisel test. With an approx. 6 mm wide cross-cut chisel, chisel a groove in the white metal down to as close to the steel bearing shell as possible. If the white metal forms chips, this is an indication that the bonding strength is acceptable in the areas exam- ined. An unacceptable bonding strength is indicated by de- tachment of flakes of white metal from the steel shell. This may be the result of production errors such as insufficient tinning of the steel surfaces. The bonding test can be used on all types of bearings, and must be carried out by a specialist. Area with peeled-off white metal. The arrow show loose white metal. Chisel test showing an area with satisfactory bonding row shows location of micro specimen. a Bearing types in the different MC(C) - ME engines (October 2011) Crosshead Main Crankpin Journal Engine Type U L —. to YU Lt U L S26MC L35MC S35MC S35ME-B9 S40ME-B9 L42MC S42MC S46MC-C L50MC S50MC ' | N|I NIN | ] | ININININININ | | 1 ] x) X|NINININ|ININ/ NI] N NININININI NIN I | <) NI NININININ]O}|O/};O|]N ' NIN] NIN] XX] ><] NIN o}ololojolo}/ojolo O|N| OTN] O| x] x} o]o IN| N|O|N}O} oO] 0] 0] of | j }O|N/O]N|O] x] INI NI NIN] NI] x} x] x] NT] |N | | U = Upper L. = Lower X = Thick shell white metal bearing O = Thin shell white metal bearing Z = Thin shell tin-aluminium bearing (AlSn40) Bearing materials and building-up of bearings - 15 - Bearing types in the different MC(C) - ME engines (October 2011) ee ee ee Crosshead Main Crankpin Journal Engine Type U L U L U L L70MC L70MC-C S70MC S7OMC (uprated) S70MC-C K80MC L80MC S80MC S80MC-C K/S80ME-C9 KOOMC K90MC-C / ME-C S90MC-C / ME-C. K98MC/ME K98MC-C / ME-C x) ©| O| *| | x| @] ©] x1 O| © o |x}|olol|x|x|xlololx]olo} © | OQ} O/O|0/e| oO} Oe} O| O| w/o | ©: | O| SO} e|0) 6} ©| o| O| ©] O| o

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