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    Service Bulletin A - 2.2: Technical Information To All The Owners of Sulzer A - Type Diesel Engines 30.11.94

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    Diesel After-Sales Service Service Bulletin for Owners of Sulzer A -type Diesel Engines. Bearings are subject to corrosive and abrasive wear. Service life is expected, depending on load factor and optimum operating conditions.

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    Service Bulletin A - 2.2: Technical Information To All The Owners of Sulzer A - Type Diesel Engines 30.11.94

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    zbkt07
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    Diesel After-Sales Service Service Bulletin for Owners of Sulzer A -type Diesel Engines. Bearings are subject to corrosive and abrasive wear. Service life is expected, depending on load factor and optimum operating conditions.

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    Diesel After-Sales Service Service Bulletin for Owners of Sulzer A -type Diesel Engines. Bearings are subject to corrosive and abrasive wear. Service life is expected, depending on load factor and optimum operating conditions.

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    204 views9 pages

    Service Bulletin A - 2.2: Technical Information To All The Owners of Sulzer A - Type Diesel Engines 30.11.94

    Uploaded by

    zbkt07
    Diesel After-Sales Service Service Bulletin for Owners of Sulzer A -type Diesel Engines. Bearings are subject to corrosive and abrasive wear. Service life is expected, depending on load factor and optimum operating conditions.

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    Diesel After-Sales Service

    Service Bulletin

    A 2.2

    Technical Information to all the Owners


    of Sulzer A -Type Diesel Engines

    30.11.94
    (Supersedes Bulletin
    A2.1 dated 25.06.86)

    Assessment of Main and


    Bottom End Bearings

    Contents:

    Page

    3. COMPOSITION OF BEARINGS

    4. INSPECTION INTERVALS

    5. CRITERIA FOR BEARING


    REPLACEMENT

    6. RUNNING-IN OF BEARINGS

    7. SERVICE BULLETINS VALID


    FOR A -TYPE ENGINES

    Diesel After-Sales Service


    Telex: 896 659 NSDL CH

    2. TYPES AND APPLICATION


    AREA OF BEARINGS

    New Sulzer Diesel Ltd


    Phone: (052) 262 80 10 (24hours)

    1. GENERAL REMARKS

    28.53.07.40 Printed in Switzerland

    INTRODUCTION

    PO Box 414
    Telefax: (052) 213 94 83

    CH-8401 Winterthur, Switzerland

    INTRODUCTION
    The purpose of this Service Bulletin is to lay down the assessment criteria which may be used as
    a guide when a decision has to be made to a further use or a replacement of a bearing on the
    occasion of a periodical inspection.
    This Service Bulletin should be kept in a separate file in the control room. The respective pages or
    tables of the Service Bulletin with modifications to the Operating Manual, Maintenance Manual
    or Code Book should be copied and filed in the respective Manual or Book.
    1.

    GENERAL REMARKS

    The running layer of a bearing is subject to corrosive and abrasive wear. Bearings are thus to be
    regarded as wear and tear components which require replacement from time to time,
    depending on the actual operating conditions.
    On the basis of experience gained so far, the following service life is expected, depending on
    load factor and optimum operating conditions:
    d

    with MDO-operation:

    up to 24 000 - 32 000 hours

    with HFO-operation:

    up to 16 000 - 24 000 hours

    Actual service conditions can reduce the above expected service life, in particular for the
    previously used bearings with overlay (running layers No. 332 or 333).
    1.1.

    Prerequisites for Satisfactory Operation and Service Life

    n Adequate prelubrication before starting and optimum bearing lubrication during


    operation.
    n Reliable lube oil treatment including continuous separation where possible, otherwise
    batch separation, especially for main engines and always when operating on intermediate
    (MDO) or heavy fuel oils (HFO). Please refer to Service Bulletin A-4.1 for information on
    lubricating oil treatment.
    n Proper maintenance of lube oil filters, including the indicator filter.
    n Clean working conditions inside the engine and sufficient periods of flushing prior to
    startingup after overhauls (Service Bulletin A-5 refers to flushing procedures).
    n Immediate closing of the lube oil holes in the crank pins when the connecting rod bearings
    are opened.
    It should be recalled that particles of dirt do not always embed themselves completely in the
    running layer and may therefore scratch a journal or a pin as well as the bearing and thus cause
    wear. An increased amount of dirt or a sudden yield of the same in the lube oil can then lead to
    local overheating. In turn this may result in damage to the bearing and journal/pin. This
    especially applied to an overlay type bearing with nickel (Ni) as barrier layer, such as type 332 or
    333 (which are no longer in use anymore), when this Ni layer became successively exposed with
    the wear of the running layer.

    1/8

    Service Bulletin A2.2

    102.

    TYPES AND APPLICATION AREA OF BEARINGS

    The following table gives a summary of the bearing types and their application area:
    F

    Present standard

    Previously used types


    Not to be used anymore

    Number of Running Layer


    212

    331

    336

    Bottom end bearing


    Crank pin bearing

    Main bearing

    Crank pin bearing

    Main bearing

    Crank pin bearing

    F
    F

    Crank pin bearing

    Main bearing

    Crank pin bearing

    Main bearing

    332
    or
    333

    Main bearing

    314
    or
    315

    AL 20

    AH
    AF 25
    AL

    F
    f
    F

    AV 25

    ASL 25
    ATL

    ASV 25
    ATV

    F Present standard type bearing with running layer No. 212 for main and bottom end bearings.
    Present standard type bearing with running layer No. 331 for main bearings of in-line engines only.
    The bearings which are marked with X in the table above must not be used anymore. Any re- maining
    bearings of this type still installed in the engine must on account of their supersession be replaced during
    the next overhaul or preferably earlier with bearings of the present standard.
    Bearings marked O in the above table are no longer recommended. Any existing bearings in the engine
    as well as spare bearings in stock can still be used up.
    For your information on the assessment of the White Metal Bearings No. 331 please refer to paragraph 5.2.
    and for bearings with a running layer No. 336 to paragraph 5.3.

    You will find the above bearing type or running layer stamped on the side of the shell as encircled
    below (among other markings).
    /202/C/

    2/8

    Service Bulletin A2.2

    3.

    COMPOSITION OF BEARINGS

    The bearing shells were originally coated with a very thin layer of tin (Sn) for protection against
    corrosion. For some time now this protection consists of a special oil coating only which must be
    cleaned off before the bearing is fitted.
    3.1.

    Aluminium Bearing No. 212 (Standard for Main and Bottom End Bearings)
    Running layer:
    Shell back:

    3.2.

    Al with 20% Sn
    Steel

    White Metal Bearing No. 331 (Standard for Main Bearings of In-Line Engines only)
    Running layer:
    Barrier layer:
    Inter layer:

    Lead Bronze

    Shell back:

    3.3.

    WM (Tin based)
    Ni

    Steel

    Rillenlager Bearing No. 336 (Only to be used if existing spares stock must be used
    up)
    Running layer 1: Pb Cu Sn (or Sn Sb) overlay as
    groove fillings
    Barrier layer: Ni
    Running layer 2: Al with 6% Sn

    Shell back: Steel

    Depth of the grooves: A few 1/100 mm


    Grooves cut as thread
    Shape and dimension of the grooves may vary, depending on manufacturer.
    4.

    INSPECTION INTERVALS

    Generally speaking, a bearing should not be taken out too frequently or without a reason, as it will
    always have to bed-in afresh, using up a part of its expected lifetime.
    However, all bearings should be checked within four years at random at yearly intervals, as well as
    according to the rules of the Classification Society or other institutions.
    3/8

    Service Bulletin A2.2

    5.

    CRITERIA FOR BEARING REPLACEMENT

    The following criteria are intended as an aid when a decision has to be taken with regard to the further
    use or replacement of a bearing shell.
    As is the case in other branches of industry, a bearing shell to be assessed sometimes constitutes a
    borderline case.
    The following applies:
    In case of doubt, a bearing should be exchanged. After all, the price of a bearing shell is
    negligible in comparison with the cost of the consequential damage it might cause.
    5.1.

    General Remarks

    5.1.1. Bearings Fit for Further Service


    A bearing shell which is fit for further use should always be refitted in the same original position, in
    the same bearing saddle or connecting rod so that it runs again on the same journal or crank pin as
    before. Pins and journals must fulfil the criteria as laid down in Service Bulletin A6 dated 30.10.86.
    5.1.2. Bearings with Damage
    The criterion for assessment mentioned on the following pages applies to bearing shells with good
    appearance. Damaged bearing shells are to be replaced, as a matter of principle. In such cases the
    cause of the damage must be established and remedied. It is not sufficient just to replace the damaged
    bearing (s).
    5.1.3. Signs of Impurities
    A bearing shell that exhibits a few scratches but otherwise complies with the given criteria for reuse
    can be refitted. However, the source of the dirt having caused the scratches should be traced and
    eliminated.
    5.2.

    Aluminium Bearing No. 212 and White Metal Bearing No. 331

    5.2.1. A Bearing Shell with either of the above Running Layers Fit for Further Use
    D

    A bearing shell that exhibits

    n wear within acceptable limits


    n good running layer and contact zone
    n some scratches
    n some beddedin foreign particles
    can be used further.

    4/8

    Service Bulletin A2.2

    5.2.2. A Bearing Shell with either of the above Running Layers to be Replaced
    D A bearing shell that exhibits
    n wear beyond the admissible limit in the shell centre (see sketch below)
    Bottom end bearing
    Wear limits:

    d3

    10mm

    Main bearing

    10mm

    d0 - d1 = max. 0.05 mm

    d1

    d2 - d3 = max. 0.08 mm

    n damaged or rough running surface


    n several scratches
    n several beddedin foreign particles (some combustion products can be tolerated)
    must be replaced with the present standard bearings.
    However, any remaining bearing with running layers No. 314 / 315 / 332 or 333 must, on account
    of their supersession, be replaced with the present standard bearings.
    5.3.

    Rillenlager Bearing No. 336

    5.3.1. Structure of the Bearing


    Area of the running surface in the n e w state:
    20 - 33%

    Aluminium W eb

    80 - 67%

    Overlay

    33%
    67%

    Nickel Barrier Layer

    For your convenience we will show the assessment for the now superseded Rillenlager Bearings
    No. 336 which should wherever possible be replaced with the present standard bearings.

    5/8

    Service Bulletin A2.2

    5.3.2. Criteria for Replacement of Rillenlager Bearing No. 336


    First signs of running surface wear appear on the electroplated overlay. The overlay in the groove is
    worn down by a few 1/1000mm. As wear increases, the difference between the aluminium alloy webs
    and the overlay remains more or less the same, at approximately 0.005mm
    For precise evaluation of the degree of wear on the running surface, a magnifying glass
    (minimum magnification 5x) and good light is necessary.
    Under the magnifying glass, the overlay appears as a dark area, and the aluminium alloy web as a light
    area.
    The ratio between the width of the aluminium alloy web compared with the groove width as well as
    the size of the worn surface, are the most important criteria for evaluating the degree of wear of the
    Rillenlager Bearing No. 336.
    When evaluating the condition of the grooves, the running surface in the area subject to the lowest
    load (condition of groove generally as new) should be used as a basis for comparison.
    In order to prevent bearing seizure and serious damage which may result, a bearing shell of
    otherwise good outward appearance must be replaced if one or more of the following conditions
    apply at the time of inspection.
    5.3.3. General Wear of Bearing
    Aluminium
    Overlay

    175%
    100%

    Replacement:If the bearing is worn in the area subjected to max. loading to such an extent that the
    width of the Al webs has increased by 75% or more (does not apply for sections
    where, after completion of runningin, wear occurred because of deviations in
    shape or alignment).
    5.3.4. General Overlay Condition
    Aluminium
    Missing overlay
    or

    Replacement:If the overlay is missing from the grooves in an area exceeding 30% of the total
    running surface.
    6/8

    Service Bulletin A2.2

    5.3.5. General Web Condition

    Replacement:
    If more than 10% of the Al webs in the
    areas without overlay in the grooves are
    worn to such an extent that the width of
    the Al web has increased by 75%.

    or

    Aluminium

    175%

    Worn Al webs

    100%

    5.3.6. Webs at Bearing Edges


    Overlay

    Aluminium
    Flat groove

    Replacement:If the webs are worn completely flat in an area more than 6 mm wide at one or both
    edges.
    5.3.7. Overlay at Bearing Edges
    Missing overlay at edge(s)
    Aluminium
    or

    Replacement:If overlay is missing from the grooves at one or both edges in excess of 15% of the full
    width of the running surface.

    7/8

    Service Bulletin A2.2

    Bottom End Bearing in General

    A bottom end bearing that exhibits


    n intact positioning tongues
    n signs of cavitation as shown
    but otherwise complies with the conditions
    prescribed in paragraphs 5.2 and 5.3
    is fit for further use.
    However, it has to be borne in mind that
    bottom end bearings with running layer
    No. 336 should be replaced with the
    now standard bottom end Aluminium
    Bearing No. 212 only.

    6.

    Lower shell

    Upper shell

    5.4.

    RUNNINGIN OF BEARINGS

    New bearing or those being refitted after an inspection are to be run-in for a short period of time.
    During running-in they must be checked for any signs of abnormal temperatures caused by local
    overheating.

    7.

    SERVICE BULLETINS VALID FOR A -TYPE ENGINES

    We have so far published the following Service Bulletins which are valid for A type engines:
    A5

    dated 11.07.85 / Flushing Instructions

    A6

    dated 30.10.86 / Undersized Bearings and Reconditioning of Crankshafts

    A7.1

    dated 30.11.93 / Fuel Injection Nozzle Specification

    A8

    dated 15.08.94 / Cylinder Liner with a Fine Thread in the Upper Part of the Bore

    A9

    dated 18.10.94 / Heavy Fuel Oil Concept Guide and System Adjustments for
    A 20H / AT 25H Auxiliary Engines

    New Sulzer Diesel Switzerland Ltd has issued this Service Bulletin with their best knowledge and
    ability. However, New Sulzer Diesel Switzerland Ltd can not take any liability for any or all
    information contained in this or any other Service Bulletin.
    Changes of any nature to the form and or to the content of this or any other Service Bulletin as
    published by New Sulzer Diesel Switzerland Ltd, are not permitted.
    8/8

    Service Bulletin A2.2

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