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Bearings for Sulzer SlowSpeed Diesel Engines

Bearings for Sulzer SlowSpeed Diesel Engines white metal lined bearing, due mainly to the fact that these bearings are manufacture d by specialised firms under the best conditions. Bearings for Bearing materials Bearing type Lining materials Overlay Sulzer Slow-Speed Whitemetal Bimetal WM G-SnSb7Cu3Cd1Ni 1·5-2mm WM (WM88) Steel Ck10 'Hoyt 11R','HC2' Diesel Engines 'Auto 90R' Trimetal WM Whitemetal G-SnSb7Cu3Cd1Ni Lead-tin-bronze 2 0.4-0.6mm WM (WM88) G-CuPb15Sn8Ni 0.5-1.5mm Bz 'Hoyt 11R','HC2' Steel Ck10 'Aut o 90R ' IN a paper to the Institute of Marine Engineers in Bimetal A1 Sn 0.01-0.03mm Tin-aluminium London on 14th November, Dr. P. E. A . Borgeaud Pb90Sn1 0 Overlay A1Sn40 0·03mm 1-1·5 mm A1Sn 'AS4S','A40' (Technical Director, Diesel Engine Department, Steel Ck10 Sulzer Brothers Ltd., Winterthur) presented some Trimetal galvanic detailed developments in the RND range of Pb-whitemetal Lead-tin-bronze 4 0·05-0·08mm+0·10 Pb87Sn10Cu3 G-CuPb20Sn2 Sulzer slow-speed Diesel engines which, a few 1·5-2·0mm Bz 'Glyco-40' Steel Ck10 years ago superseded the RD series. The main difference in the new range was in the super­ charging arrangement: pulse system for RD and 2. The table shows different types of shell constant pressure system for RND. Service bearing structures considered possible for future experiences have caused various refinements and crosshead use, all interchangeable without re- improvements, and in connection with bearings, machining provided the surface finish of the pin the author had this to say. is satisfactory. In the sequence of increasing load capacity, the following alternatives to the shell- Crosshead Bearings type described are being tested under service Bore-cooled liner, bore-cooled cylinder cover conditions. and improved piston crown allowed for higher Shells with a white-metal thickness still safety margins. Future higher output will mean further reduced to about 0·5-mm with a bronze- higher mechanical loading and this may need layer introduced between the backing and the further investigation of bearings. If we extra­ running layer. Aluminium-plated shells with a polate bearing behaviour of Sulzer slow-speed 4 0 per cent tin content. At room temperature the engines for future high outputs, one sees that no fatigue strength of this material is only slightly troubles are to be expected except for the cross- above that for white metal, but it loses practically head bearing. The cracking of the white metal no strength with increasing temperature. As a lining here is fairly common to all slow-speed result, its load-carrying capacity will be some engines and it could be eliminated by the use of 25 per cent higher at service temperatures of bronze bearings and hardened pins. But this 60 to 80°C (140-176°F). A 40 per cent tin/ combination is more exacting as regards precision aluminium alloy has been shown to approach machining and also more sensitive to dirt in the whit e metal in its resistance to seizure, with oil system; even more important is the risk of the similar hardness. Experiences with Sulzer engines bearing running hot and causing a crankcase indicate that for running-in the application of a explosion. Sulzers are therefore very reluctant to lead-tin overlay may be beneficial. do withou t the use of white metal or an equivalent The last alternative investigated is of the bronze- material. bearing type with a thin lead-tin overlay. Addi­ To keep whit e metal in the RND design, bearing tionally an array of equidistant grooves arranged pressure has to be kept as low as possible by crossways in the bronze layer, whic h are also filled using the biggest possible pin diameters and the wit h lead-tin, are provided, the idea being that bearing body is designed flexibly enough to be whilst the soft bearing material in the grooves self-adjusting to pin deformation. Fine bored woul d give, if necessary, the anti-seizure proper­ bearings requiring no scraping were introduced a ties, the bronze 'isles' in-between , having an over­ fe w years ago and these ensured more even lay of only a fe w hundredths of a millimetre thick­ distribution of the bearing load. ness, wil l provide for the highest possible loading capacity. Thi n Shell-type Bearings The introduction of the shell-type bearing in the Thin shell bearings have been introduced for the lower half allows for a quick and easy exchange lower halves, whilst retaining the upper halves as whe n necessary - experience shows this to be in the past. In the first step, thi n white metal lined 30-6 0 min. Shims have been eliminated, and shells are being introduced, the lining thickness bearing cap bolts are hydraulically pretensioned being 1·5 to 2-mm compared wit h some 4-m m for wit h minimum dispersion. The tool used for the the standard bearings up t o now. These thin-lined latter thus ensures there is no fretting between shell bearings aim at three goals: shell and bearing body. The upper half is still 1 . A n increased average fatigue strength of the whit e metal-lined. 3 2 INDUSTRIAL LUBRICATIO N AN D TRIBOLOGY , January/February, 1973 http://www.deepdyve.com/assets/images/DeepDyve-Logo-lg.png Industrial Lubrication and Tribology Emerald Publishing

Bearings for Sulzer SlowSpeed Diesel Engines

Industrial Lubrication and Tribology , Volume 25 (1): 1 – Jan 1, 1973
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Publisher
Emerald Publishing
Copyright
Copyright © Emerald Group Publishing Limited
ISSN
0036-8792
DOI
10.1108/eb053035
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Abstract

white metal lined bearing, due mainly to the fact that these bearings are manufacture d by specialised firms under the best conditions. Bearings for Bearing materials Bearing type Lining materials Overlay Sulzer Slow-Speed Whitemetal Bimetal WM G-SnSb7Cu3Cd1Ni 1·5-2mm WM (WM88) Steel Ck10 'Hoyt 11R','HC2' Diesel Engines 'Auto 90R' Trimetal WM Whitemetal G-SnSb7Cu3Cd1Ni Lead-tin-bronze 2 0.4-0.6mm WM (WM88) G-CuPb15Sn8Ni 0.5-1.5mm Bz 'Hoyt 11R','HC2' Steel Ck10 'Aut o 90R ' IN a paper to the Institute of Marine Engineers in Bimetal A1 Sn 0.01-0.03mm Tin-aluminium London on 14th November, Dr. P. E. A . Borgeaud Pb90Sn1 0 Overlay A1Sn40 0·03mm 1-1·5 mm A1Sn 'AS4S','A40' (Technical Director, Diesel Engine Department, Steel Ck10 Sulzer Brothers Ltd., Winterthur) presented some Trimetal galvanic detailed developments in the RND range of Pb-whitemetal Lead-tin-bronze 4 0·05-0·08mm+0·10 Pb87Sn10Cu3 G-CuPb20Sn2 Sulzer slow-speed Diesel engines which, a few 1·5-2·0mm Bz 'Glyco-40' Steel Ck10 years ago superseded the RD series. The main difference in the new range was in the super­ charging arrangement: pulse system for RD and 2. The table shows different types of shell constant pressure system for RND. Service bearing structures considered possible for future experiences have caused various refinements and crosshead use, all interchangeable without re- improvements, and in connection with bearings, machining provided the surface finish of the pin the author had this to say. is satisfactory. In the sequence of increasing load capacity, the following alternatives to the shell- Crosshead Bearings type described are being tested under service Bore-cooled liner, bore-cooled cylinder cover conditions. and improved piston crown allowed for higher Shells with a white-metal thickness still safety margins. Future higher output will mean further reduced to about 0·5-mm with a bronze- higher mechanical loading and this may need layer introduced between the backing and the further investigation of bearings. If we extra­ running layer. Aluminium-plated shells with a polate bearing behaviour of Sulzer slow-speed 4 0 per cent tin content. At room temperature the engines for future high outputs, one sees that no fatigue strength of this material is only slightly troubles are to be expected except for the cross- above that for white metal, but it loses practically head bearing. The cracking of the white metal no strength with increasing temperature. As a lining here is fairly common to all slow-speed result, its load-carrying capacity will be some engines and it could be eliminated by the use of 25 per cent higher at service temperatures of bronze bearings and hardened pins. But this 60 to 80°C (140-176°F). A 40 per cent tin/ combination is more exacting as regards precision aluminium alloy has been shown to approach machining and also more sensitive to dirt in the whit e metal in its resistance to seizure, with oil system; even more important is the risk of the similar hardness. Experiences with Sulzer engines bearing running hot and causing a crankcase indicate that for running-in the application of a explosion. Sulzers are therefore very reluctant to lead-tin overlay may be beneficial. do withou t the use of white metal or an equivalent The last alternative investigated is of the bronze- material. bearing type with a thin lead-tin overlay. Addi­ To keep whit e metal in the RND design, bearing tionally an array of equidistant grooves arranged pressure has to be kept as low as possible by crossways in the bronze layer, whic h are also filled using the biggest possible pin diameters and the wit h lead-tin, are provided, the idea being that bearing body is designed flexibly enough to be whilst the soft bearing material in the grooves self-adjusting to pin deformation. Fine bored woul d give, if necessary, the anti-seizure proper­ bearings requiring no scraping were introduced a ties, the bronze 'isles' in-between , having an over­ fe w years ago and these ensured more even lay of only a fe w hundredths of a millimetre thick­ distribution of the bearing load. ness, wil l provide for the highest possible loading capacity. Thi n Shell-type Bearings The introduction of the shell-type bearing in the Thin shell bearings have been introduced for the lower half allows for a quick and easy exchange lower halves, whilst retaining the upper halves as whe n necessary - experience shows this to be in the past. In the first step, thi n white metal lined 30-6 0 min. Shims have been eliminated, and shells are being introduced, the lining thickness bearing cap bolts are hydraulically pretensioned being 1·5 to 2-mm compared wit h some 4-m m for wit h minimum dispersion. The tool used for the the standard bearings up t o now. These thin-lined latter thus ensures there is no fretting between shell bearings aim at three goals: shell and bearing body. The upper half is still 1 . A n increased average fatigue strength of the whit e metal-lined. 3 2 INDUSTRIAL LUBRICATIO N AN D TRIBOLOGY , January/February, 1973

Journal

Industrial Lubrication and Tribology – Emerald Publishing

Published: Jan 1, 1973

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