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The MC engines were originally de- possibility to increase the specific load Elasto-hydrodynamic bearing analysis
signed with white metal bearings for in the future, whereas today it is solely shows that the minimum oil film thick-
the crosshead, crankpin and main used to enhance the safety margin. ness is increased by 30-40% compared
bearings. The main bearings were of to the previous standard.
the so-called thick shell design,
whereas the crosshead and crankpin Thick shell main bearings Furthermore, service experience has
bearings were of the thin shell design. confirmed that OLS-shells are less sen-
The design of the thick shell bearings sitive to development of fatigue cracks
has been updated in order to ensure in the bearing metal.
Thin shell main bearings reliable performance. The major up-
dates are summarised in the following. Vertical guide pins, Fig. 2, have been
The development towards higher introduced in order to guard against
specific engine outputs has resulted Optimum Lemon Shape (OLS) shells, misalignment between the upper and
in the gradual introduction of the thin Fig. 1, have been introduced to increase lower shells, which otherwise might
shell design for the main bearings, the minimum oil film thickness. create an oil scraper-edge.
too. All new engine types, small bore
as well as large bore, introduced
since the late eighties, have thus
been provided with a modern thin Top clearance
Design update:
shell bearing design, offering the
possibility of using stronger lining Oil film thickness in the high
materials. pressure areas of the
bearings was not optimal
Sn40Al (tin-aluminium), which has been Optimised (reduced) side and
applied with great success on the main top-clearances introduced based Side clearance
bearings for the smaller two-stroke on good experience with the
MC-Compact engines
engines, has been introduced on the
S46-70MC-C engines, on which good Optimal ‘lemon-shape’ will give a
service has been experienced since the minimum oil film thickness
first engines of this type entered ser- increase of 30-40%
vice approx. two years ago. On the
Future spare bearings will be of revised
small bore engines (26-42MC), the design and delivered as a set.
Sn40Al main bearings have been in The set is fully exchangeable with
service for up to 30000 hours, with previous designs
good results.
In addition to the above, an advantage Fig. 1: Main bearing, thick shell design
of the thin shell design is the reduced
risk of fretting-corrosion between the
1
A further design update involves the in-
troduction of stricter symmetry toler- 7S80MC: Piano wire measurements
ances at the sidewise guides for the (exhaust side) on the bedplate top flange
mm
main bearing cap. Adherence to these
tolerances will prevent bulges in the 0,3
shells caused by non-symmetrical po-
sitioning of the main bearing cap. 0,2
2
of a 7S80MC installed in a VLCC. For
S-MC-C S-MC this engine, a bedplate sag of 0.4 mm
was the aim during alignment in dry
dock.
3
Both designs cause deformation of the
main bearing bore. However, as can be
Damage index
seen, the twin staybolt design causes
1,2
much smaller deformations.
1,0
Apart from ovalising of the main bear-
ing bore, the tightening of staybolts re-
0,8
sults in elevation of the bore. This
elevation is much smaller on engines
0,6
with twin staybolts.
0,4
We have introduced offsets for some
main bearing bores to counteract dif-
0,2
ferent elevation caused by staybolt
tightening, especially in the aft end of
0
the engines where the thrust bearing
11-97
11-98
11-99
01-00
1-98
3-98
5-98
7-98
9-98
1-99
3-99
5-99
7-99
9-99
structure provides extra resistance to
this elevation. Furthermore, offsets
have been introduced at main bearing 3 month moving average
bores where staybolts are omitted, i.e.
on some designs where the aftmost
main bearing bore (the so-called journal Fig. 5: Container vessel series (8 ship)Main bearing, thick shell design
bearing position) does not have
staybolts adjacent.
Service improvements