Main bearings.

Of the principal bearings in MAN B&W Diesels two-stroke diesel engines, main bearings always were and still are the least probable source for overheating causing oil mist and if undetected could lead to a crankcase explosion. In the history of MC engines (1981 today), we have only experienced 1 crankcase explosion caused by an overheating main bearing. The number of oil mist formation cases caused by overheating main bearings as known by MBD can be counted on two hands in the history of the MC-engine. Even though these incidents involved a damaged journal, we have almost always been able to repair the crankshaft by in-situ machining. Main bearings are on the other hand the most difficult and demanding bearing to dismantle / assemble. So main bearings will benefit the most from less opening up. We suggest the following checking and maintenance procedure for crankpin bearings: Main bearings are to be inspected once a year (every 8000hrs) externally by means of: Top clearance measured by special feeler gauges as present procedure o (in case of a bearing wear monitoring system, the interval for top clearance measuring can be prolonged to 2 years) Crankshaft deflection measured as present procedure Edge check by wire method to monitor possible edge damage of bearing metal

Open up inspection should only be done if either of the following observations is done: The top clearance has increased more than 0.15 mm since last measurement. Total wear in the lower shell exceeds 0.3 mm, detected by comparing top clearance measurements from new building. Damages to the edge of the bearing shell is detected by wire method or /and visually. Main bearing wear is detected by a modern on-line bearing wear conditioning system. Assuming such a system is installed Main bearing high temperature is monitored, assuming temperature monitoring equipment is installed. White metal findings in the oil pan, which is traced to come from a main bearing. If it is decided that the bearing top clearance should be altered. In this case only the upper shell needs to be dismantled.

Open up inspection caused by possible damages to a bearing should if possible always be a complete inspection of upper and lower shell. Photos of the shells should be taken and possible irregularities recorded. It is important to note, that a bearing damage happens always for a reason, and if the bearing is only changed without finding a cause and mending it, the same thing is almost sure to happen again. So in case a reason can not easily be found, expert assistance should be brought in to solve the problem.

Crankpin bearings. Crankpin bearings can more often than main bearings develop damages, which are difficult to detect externally. Because the crankpin bearing shares the oil supply with crosshead bearings and piston cooling, embedded particles in the bearing metal, brought in through the system during e.g. a piston overhaul, can roughen the journal surface. The journal roughness is thus a more critical parameter for crankpin bearings than it is for main bearings. The above-mentioned factors makes unprovoked open up inspections of crankpin bearings necessary to a limited extent. We suggest the following checking and maintenance procedure for crankpin bearings: Every 8000 hrs: Bottom clearance measured by normal feeler gauges as present procedure and compare the results with earlier measurements o (in case of a bearing wear monitoring system, the interval for bottom clearance measuring can be prolonged to 2 years) Edge check by wire method to monitor possible edge damage of bearing metal Visual check of bearing edges to detect possible wiping

Every 6 - 10 years or after the cylinder unit in question has been overhauled 5 times, whichever comes first: Opening up inspection of crankpin bearings, visually inspecting both upper and lower bearing shell photographed appropriately for the records. Journal roughness measured and recorded. Crown thickness of upper bearing shell to be measured and recorded.

If an approved bearing wear monitoring systems is installed any unprovoked scheduled opening of crank pin bearings can be omitted. Open up inspection outside the above stated intervals should only be performed if either of the following observations is found: The bottom clearance has increased more than 0.1 mm since last measurement. Total wear in the upper shell exceeds 0.2 mm, detected by comparing bottom clearance measurements from new building. Damages to the edge of the bearing shell is detected by wire method or / and visually. Crankpin bearing wear is detected by a modern on-line bearing wear conditioning system. Assuming such a system is installed Crankpin bearing high temperature is monitored, assuming temperature monitoring equipment is installed White metal findings in the oil pan, which is traced to come from a crankpin bearing.

If above problems are detected it should be considered to accelerate opening-up inspections for other crank pin bearings. Particular if roughened journals are suspected.

Crosshead Bearings. The crosshead bearing is the most difficult to inspect externally without opening up. However, the top clearance is easily measured precisely, and it is therefore easy to determine the actual wear of a bearing. The crosshead bearings are of the tri-metal type with a thin 0.02-0.03 mm Pb-Sn-Cu overlay covering the 1 1.5 mm thick bearing layer (white metal or AlSn40). For the white metal types wear in overlay has relatively little consequence to the performance once the bearing is bedded in. For AlSn40 types the wear in the overlay must not exceed a certain percentage in the working area. The soft overlay will adapt to the pin within the first year in service mostly by wiping. In the adaptation process the excess material will accumulate in the shallow space of the oil wedges surrounding the oil grooves. The oil wedge geometry is important for the function and reliability of crosshead bearings, and maintaining the wedge geometry is particularly important after the bedding-in period is accomplished. The first open up inspection should therefore, when it is possible, be inside the first few years in service. Recent investigations have shown that excessive water contamination to the system oil can eventually lead to heavy corrosion of the overlayer. In order to monitor for overlayer corrosion, the lead content of the system oil should be observed at each analysis, and if it rises substantially, an open up inspection will be necessary. We refer to Service Letter SL 2005-??? for more information on this subject. Once the first inspection has been done, the bearing shells should be photographed for the records before and after dressing up of the oil wedges. Inspection intervals after the first open up inspection / oil wedge maintenance should be every 6 - 10 years, mainly depending on the number of piston overhauls since last inspection. Inspections should preferably be done in connection with a piston overhaul. Open up inspection of a crosshead bearing when doing a piston overhaul minimizes the time necessary because the procedure is much simpler and the risc of manhandling least. The very fine surface roughness requirement for the crosshead surface (Ra 0.05 0.1 in service), also calls for open up inspections and if the roughness exceeds Ra 0.1 in average in lower crown area, polishing of the pin will be necessary if trouble free operation is to be expected. Note that when inspecting a crosshead bearing, only the lower shell should be inspected, unless other indications suggest that the upper shell is in abnormal condition. We suggest the following checking and maintenance procedure for crosshead bearings: Inside the first year in service: One or two crosshead bearings to be opened for inspection The running surface of the lower shell to be photographed for the record Roughness of journal established and recorded o If wiping of the overlayer is found: o All the crosshead bearings to be opened up within the first 1 - 3 years o Dressing up of the oil wedges for wiped overlay

o More general dressing up to be done. o Bedded in top clearance to be established and recorded after the inspection. Every 8000hrs.: Measure and record the top clearances and compare the measurements with earlier measurements. o (in case of a bearing wear monitoring system, the interval for bottom clearance measuring can be prolonged to 2 years) Visual inspections of edges from the outside

Every 6 - 10 years or after the cylinder unit in question has been overhauled 5 times, whichever comes first: The crosshead bearing is to be opened for inspection The running surface of the lower shell to be photographed for the record Roughness of journal established and recorded Top clearance to be measured and recorded after the inspection

If an approved bearing wear monitoring systems is installed any unprovoked scheduled opening of crosshead bearings can be omitted. Open up inspection outside the above stated intervals should only be done if either of the following observations is found: The top clearance has increased more than 0.1 mm from new Total wear in the upper shell exceeds 0.2 mm, detected by comparing top clearance measurements from the first inspection (first year in service) Damage to the edge of the bearing shell is detected Crosshead bearing wear is detected by a modern on-line bearing wear conditioning system. Assuming such a system is installed Cross head bearing high temperature is monitored, assuming such equipment is installed White metal findings in the oil pan, which probably comes from a particular crosshead bearing

NHN/2412

2005-11-21