ML20213A590

Investigation of Surface Scoring of Main Bearings:Fairbanks Morse 38TD8-1/8 Diesels at Fermi II Power Plant

ML20213A590
Person / Time
Site:	Fermi
Issue date:	06/30/1986
From:	Swanger L, Vogler M FAILURE ANALYSIS ASSOCIATES, INC.
To:
Shared Package
ML20213A587	List: ML20213A585 ML20213A590
References
FAAA-DC-R-86-06, FAAA-DC-R-86-06-03, FAAA-DC-R-86-6, FAAA-DC-R-86-6-3, WDC17064-LAS2, NUDOCS 8702030373
Download: ML20213A590 (109)

Text

_. __

VP-NO-87-0015 FaAA-DC-R-86-06-03 caci ~ica o A~ourtauvacicaconsuttA~ts WDC17064/LAS2

• gg iio0 sout.As cto~ staaet ALEX ANoRIA VIRGINIA 22314 (F03: 4815550 INVESTIGATION OF SURFACE SCORING OF MAIN BEARINGS:

FAIRBANKS M)RSE 38TD8-1/8 DIESELS AT FERMI II POWER PLANT Prepared for Fermi 11 Nuclear Power Plant Detroit Edison Company Detroit, Michigan Prepared by Lee A. Swanger, Ph.D., P.E.

Michelle M. Vogler, M.S., P.E.

Failure Analysis Associates Alexandria, Virginia l

i June 1986 00STON

• DET ROIT + MOUSTON

• LOS ANGELES e PALO ALTO e PHOE Nix e WASH 6NGTON D C B702030373 870128 PDR ADOCK 05000341 p

PDR

TABLE OF CONTENTS EXECUTIVE SLpmARY

1.0 INTRODUCTION

1 2.0 INVESTIGATION OF FAILED CONNECTING ROD BEARING NO.13 EDG 13..

2 3.0 MAIN BEARING ANALYSIS......................................... 5 l

l 4.0 JOURNAL ORBIT ANALYSIS.........................................

8 5.0 FINITE ELEMENT ANALYSIS OF NO. 13 THRUST BEARING...............

13 t

6.0 DISCUSSIONS AM) CONCLUSIONS.................................... 15 REFERENCES.....................................................

22 TABLES.........................................................

23 FIGURES........................................................

25

(

APPENDIX A...................................................... Al APPENDIX B......................................................

B1 APPENDIX C......................................................

C1 APPENDIX D.....................................................

01 1

.m._._.

EXECUTIVE SINMARY Continuing instances of surface scoring of upper crankshaft main bearings have occurred in the Fairbanks Morse emergency diesel generators at Fermi II after correction of marginal lubrication during fast starts.

This surface scoring does not constitute a threat to emergency diesel 9enerator reliability or availability, since the causes of the surface scoring are self-correcting with continued engine operation.

These causes are:

relatively rough (50 micro-inches RMS) crankshaft journal surfaces on new or refinished journals, the introduction of abrasive particles into new bearings, and a bearing material (aluminum-6% tin) with marginal seizure resistance.

~

The incidence of surface scoring was higher for the No.13 upper thrust bearings than for any other main bearing, even though journal orbit analysis predicts that the relatively thick oil films in the thrust bearing should protect it from seizure.

Finite element analysis of the thrust bearing shows that thermal expansion distorts its running surface in a way that reduces its effective length substantially.

Normal wear of the thrust bearing adapts its surface to the distorted shape, so that used bearings are more resistant to surface scoring than new bearings.

To provide an additional margir of safety, candidate topics for a product improvement are suggested.

These include elimination of the circumferential oil groove in the thrust bearing only, application of an electroplated babbitt overlay to the bearing inner diameter, polishing of crankshaft journals to a 10 micro-inch RMS finish, and redesign of the thrust bearing to decouple the thrust faces from the radial section.

The failure of the No. 3 connecting rod bearing in EDG 13 in November 1985 was very likely the result of lack of or loss of connecting rod bolt preload and, thus, was unrelated to the chronic surface scoring phenomenon.

l l

l

1.0 INTRODUCTION

This investigation is a continuation of an earlier Failure Analysis Asscciates (FaAA) investigation of the 12-cylinder Fairbanks Morse Model 38TD8-1/8 emergency diesel generators at Detroit Edison Company's Enrico Fermi

!! Power Plant.

The earlier investigation culminated in the issuance of a report entitled, " Investigation of Engine Bearing Distress in Fairbanks Morse Emergency Diesel Generators at Enrico Fermi II Power Plant," dated April 1985

[Ref. 1].

During the course of that investigation, it was found that the lubrication of the upper crankshafts of the Fairbanks Morse opposed piston engines was marginal during the fast starts required for nuclear service.

This marginal lubrication during starting caused cumulative damage to occur primarily to the main bearings of the engine.

This cumulative damage was caused by momentary metal-to-metal contact between the crankshaft, made of nodular iron, and the engine bearing shells, made of aluminum-6% tin. During each marginally lubricated fast start, additional transfer of aluminum bearing material to the crankshaft would occur, resulting in an increasing roughness of both the bearing surface and the crankshaft surface.

Eventually, this roughness reached a condition in which a hydro-dynamic oil film could not' be maintained between the crankshaft and bearing.

At that point, catastrophic frictional destruction of the bearing surface would occur, causing substantial amounts of aluminum to be pulled from the surface.

The resulting high temperature gradient caused the bearing to distort.

The inadequate lubrication during starting was addressed by Detroit Edison through the implementation of recomendations from the engine manufacturer, the Nuclear Regulatory Commission, and Detroit Edison's consultants.

Plant procedures were modified to require a pressurized pre-lubrication of approximately two minutes prior to any planned start of the emergency diesel generators at Fermi II.

During continued testing of the emergency diesel generators at Fermi II, additional bearing surface scoring incidents have been encountered.

Additionally, there was a catastrophic failure of the No. 3 upper connecting rod bearing in EDG 13 in November 1985.

Associated with this connecting rod b

bearing failure was a distressed condition of the No. 3 main bearing shell adjacent to the No. 3 connecting rod and crankpin.

Additional inspections of the remaining emergency diesel generators at Fermi 11 subsequent to the November 1985 failure of EDG 13 have revealed a continuing pattern of chronic main bearing distress, consisting of minor amounts of surface scoring of the aluminum bearing material on the I.D.

j strface of the main bearings.

The moderate degree of main bearing distress discovered in the other engines in no way compromised their ability to perform their emergency function at Fermi II. However, the possibility of a correlation between minor bearing distress and potential future engine failure resulted in Detroit Edison's determination to find an explanation for the cause of the distress t

and a solution to prevent such' chronic distress from occurring in the future.

2.0 INVESTIGATION OF FAILED CONNECTING R0D BEARING ND. 3, EDG 13 The failure of connecting rod bearing No. 3 in EDG 13 resulted in the complete breakup and destruction of the cast aluminum connecting rod bearing shell. Additional damage caused by destruction of that bearing, specifically,

(

fracture of the lower lip of the piston and cracking of the cylinder liner, is shown in Figures 1 through 3.

The connecting rod cap shown in Figure 4 shows noticeable features on the parting line and at the locating dowel in the i

middle of the cap.

The patterns on the parting line are typical of fretting I

{

which occurs when mating steel surfaces are not held motionless with one another but are free to move a few thousandths of an inch relative to each other.

This causes momentary frictional welding of the steel surfaces and i

transfer of metal from one surface to the other.

i The dowel pin, located in the middle of the cap, has been substantially flattened and expanded in diameter.

This dowel pin, which normally locates the bearing shell in the cap, evidentally was crushed and worn by the crankshaft itself after the connecting rod bearing had disintegrated and had been ejected from the space between the connecting rod and the crankshaf t.

2

Figure 5 shows the connecting rod itself with fretted surfaces on the parting lines, which had been in contact with the connecting rod cap parting line showing the matching fretting patterns.

Also evident in the bore of the connecting rod in Figure 5 is some mild abrasive wear which occurred after the connecting rod bearing broke up, allowing direct contact of the connecting rod with the rotating crankshaft.

Detroit Edison personnel measured the breakaway torques of all of the connecting rod bolts in EDG 13 and found that one of the connecting rod bolts from connecting rod No. 3 was at a significantly lower torque than any of the other of the connecting rod bolts in the' engine.

The No. 3 UT main bearing from EDG 13 is shown in Figure 6.

The surface distress shown in this photograph has been increased by the application of sodium hydroxide solution to the bearing surface.

However, the surface shows that metal-to-metal contact had occurred, and significant pullout of the aluminum material had occurred during engine operation.

Figure 7 shows the No. 3 crankpin which had been scored by the connecting rod after bearing failure, and Figure 8 shows one of two shallow surface depressions in the crankpin.

These surface depressions match the width and contour of the flattened locating dowel in the No. 3 connecting rod cap. The fretted appearance of the parting lines on the No. 3 connecting rod is a typical symptom of a connecting rod assembled with inadequate preload on the connecting rod bolts.

The inadequate preload allows the relative motion of the connecting rod cap with respect to the connecting rod and promotes the occurrence of fretting.

Insufficient preload on these bolts also can cause insufficient crush (insufficient interference fit) between the connecting rod bearing shell and the bore of the connecting rod. In the absence of an interference fit to hold the connecting rod bearing firmly in place in the connecting rod, motion of the bearing shell is possible.

Such motion can lead to the rapid fatigue fracture and expulsion of the bearing shell from the connecting rod.

i,

m

f

\\

Fairbanks Morse reportedly used a proprietary hydraulic model computer code to predict what the effect of the destruction of No. 3 connecting rod bearing shell would be on the performance of the No. 3 main bearing, the bearing which feeds lubricant to the No. 3 connecting rod bearing shell.

Fairbanks Morse reportedly found that removing the connecting rod bearing shell from the hydraulic circuit reduced back pressure on the main bearing to nearly zero and would act as an effective drain for lubricating oil from the main bearing.

Without an effective back pressure on the main bearing, very little, if any, lubricant would be directed onto the active lands of the main bearing, making it sensitive to metal-to. metal contact.

Thus, through this calculation Fairbanks Morse demonstrated that failure of the connecting rod bearing would be expected to induce frictional damage upstream in the oil I

supply circuit and cause damage to the surface of the No. 3 main bearing shell as well.

Further evidence that low preload of a No. 3 connecting rod bolt l

contributed to the failure of EDG 13 is the presence of the heavy fretting pattern on the parting lines, when contrasted to the absence of such patterns associated with the catastrophic failure of EDG 11 in January 1985.

In that i

earlier failure, three connecting rod bearings were destroyed, but their destruction clearly was due to contamination from particles shed from failing main bearings.

No parting line fretting patterns were found on those three connecting rods that experienced failed connecting rod bearings in January 1985.

To demonstrate that the depressions in No. 3 crankpin were the result of l

rather than a contributor to this failure, a journal orbit analysis of the connecting rod bearing was performed.

This de'monstrated that even though this engine operates on a two. stroke cycle, there are portions of the cycle during which inertial forces dominate gas pressure forces, and load is carried by the j

cap of the connecting rod.

The details of this journal orbit analysis are presented in a subsequent section of this report.

l 4

f 1

l 3.0 MIN BEARING AMLYSIS Modification of prelubrication procedures at Fermi II has reduced substantially the number of unlubricated starts experienced by the engines.

Elimination of inadequate prelube as the major cause of bearing ~ distress has allowed the contribution of other factors to main bearing distress to become evident.

Among these other contributing factors are excessive roughness of the crankpin journal, the intentional introduction of abrasive particles into the bearing clearance, and the use of a bearing material (bare aluminum-6%

tin) which has marginal seizure resistance.

The recommended surface finish for crankpin journals [Ref. 2] is 10 micro-inches RMS.

The measured surface roughness at Fermi II, according to Detroit

Edison, is approximately 50 micro-inches RMS for a new or reconditioned crankpin journal, and approximately 25 micro-inches for a used or broken-in journal.

For this degree of journal roughness, there will be asperities on the surface well in excess of the calculated 100 to 200 micro-inch oil film thickness.

These asperities can penetrate the oil film and cause microscopic metal-to-metal contact between the crankshaft ant' the bearing surface, resulting in cold welding and pullout of the softer aluminum material and deposition of that material onto the crankpin.

The abrasive component of the bearing conditioner, the Timesaver Lapping Compcund No. 111, was found to have particles up to.002 inch in diameter.

The primary chemical component of the lapping compound is silica, a hard abrasive material.

The presence of these hard particles in the bearing clearance will cause scratching and scoring of the bearing surface, excessive friction causing excessive heat and thinning of the oil, and can contribute to breakdown of the oil film and seizure of the bearing to the crankshaft.

The material selected for the crankshaft bearings of the Fairbanks Morse Opposed Piston Engine, aluminum-6% tin, is marginal in its inherent seizure resistance.

This material was introduced for use in medium-speed diesel engines shortly after World War II.

For the operating conditions in engines of that era, with relatively low specific output, unplated aluminum-6% tin was an acceptable bearing material.

However, with subsequent increases in l

(

m

,x

\\

specific output and decreases in oil film thickness, recent investigators have s

concluded that unplated aluminum-6% tin is inadequate for medium-speed diesel engines.

[Ref. 3-8, 11]

Another major manufacturer of large medium-speed diesel engines used in ~

nuclear power plants. Transamerica Delaval, uses aluminum-6% tin solid shells for its engine bearings, but has found it necessary to add a.001 to.002 inch electro-plated babbitt on the inner surface of its bearings.

.~

A definite pattern that has emerged as the chronic bearing surfade scoring incidents have accumulated at' Fermi II is the special sensitivity of the thrust bearing (the No.13 main bearing) to surface scoring and pullout.

The No. 13 bearing has shown more occurrences of surface distr'ess tha'n any other bearing position in any of the four engines.

The chronic condition of the No. 13 bearing extends across all engines.

None of the four EDG's at Fermi II has been imune from surface scoring of the radial portion of the thrust bearing.

Figures 9 through 14 show the condition of thrust bearings and associated journals in the EDG's.

Figure 9 shows an overall view of the No.13 thrust bearing from EDG 11, and Figure 10 shows a closeup of the minor surface scoring on that bearing.

The significance of Figure 10 is that there is evidence of the healing process occurring by wear and flow of the aluminum-6%

tin alloy across the surface. The score marks are being eradicated as gradual wear increases the width of the contact pattern on the bearing.

Figure 9 shows the concentration of contact and wear on both sides of the circumferential oil groove.

l Figure 11 is a closeup of the No.13 crankshaft main journal of EDG 11.

l The darker vertically-oriented, central area is the area that was exposed to the oil groove in the bearing, and on either side of it are the polished areas which have been smoothed out by contact with the bearing.

The individual j

graphite nodules in the crankshaft are charly evident in Figure 11.

It is significant to note that there is no evidence that the di f ference in appearance between the unworn area and the worn area is due to deposition of aluminum; such deposition would have resulted in the covering of the graphite -

,-,my

s

+

r I J nodules.

This photograph is direct evidence that the microfinish of the crankshaft has been improved by break-in and operation of the crankshaft-bearing assembly.

Figure 12 shows the upper thrust bearing from EDG 13.

The overall shape and size ~of the contact pattern is practically identical to that of EDG 11 shown in. Figure 9.

Figure 13 is a closeup of the contact pattern showing the areaDwhere ' aluminum has been pulled from the surface by a surface scoring h

pr'oce ss.

Figure 13 also demonstrates specifically that healing processes are occDrring to mitigate the damage done by pullout of the bearing material. The cir'cumferential tracks that are normally associated with fresh surface scoring s

are, absent [in Figure 13.

Their absence is attributable to continued gradual wear and to lateral flow of the bearing material. This has occurred since the microseizures responsible for surface scoring of this bearing were formed.

It P

is expected that. with ~ continued operation and continued gradual wear of the f'

bearing the effecEs of the surface scoring would almost completely disappear.

Figure 14 is a view of the No.13 crankshaft main journal associated with the br!aring shown in Figure 13.

This figure contrasts with Figure 11 in that there is a band of deposited aluminum bearing material on the right side of Figure 14.

This is bearing material which was pulled from the surface of the bearing and deposited onto the crankshaft. However, this band of aluminum has itself become polished by the operation of the engine and does not present any rougher surface to the bearing than the surface of the nodular iron crankshaft..

This also is evidence of the intrinsic ability of this bearing / journal combination to heal damage which has occurred early in the life of the bearing, s

r n_

}

In the following section on journal orbit analysis, the results of s

{

y

[

calculations for ~each of the main bearings are presented.

In this analysis it

'was found that the minimum oil film thickness for the No.13 thrust bearing, 223 micro-inches, was substantially more than the minimtn oil film thickness for the most highly loaded (No.10) bearing, which was 108 micro-inches. The chronic surface scoring of. the No. 13 bearing, then, was quite unexpected based on journal orbit analysis.

However, visual inspection of the No. 13 thrust bearings showed that in every case the wear or the surface distress was

~

concentrated in the middle of the bearing adjacent to the circumferential oil groove on the inner diameter.

Thrust bearings from each of the four engines at Fermi II have exhibited contact and wear concentrated adjacent to the oil groove, an example of which is shown in Figure 15 (EDG 14).

It was suspected that the heavy flanges which are an integral part of the thrust bearings have an influence on the actual shape of the running surface of the thrust bearings during operation. To evaluate what that shape would be and the magnitude of the deviation from a perfectly cylindrical geometry, finite element analysis of the No. 13 bearing constrained in the bearing housing was performed.

A description of the results of that analysis is contained in Section 5.0, Finite Element Analysis of the No. 13 Thrust Bearing.

l 4.0 JOURNAL ORBIT ANALYSIS 4.1 Journal Orbit Parameters Crankpins and connecting rod pins move in an orbital pattern within their bearings as a result of varying, multidirectional loading.

The forces acting on the main bearings are a combination of loads from gas forces in the combustion chamber and inertia loads from the reciprocating motion of the j

piston assembly and the rotating motion of the crankpin, connecting rod and counterweights.

The forces acting on the connecting rod bearings are from piston-firing locds and inertia loads from the reciprocating motion of the upper portion of the connecting rod.

A journal orbit analysis evaluates the wedge and squeeze film phenomena by considering the following input variables:

I.

GEOMETRY - Bearing diameter and length, oil groove location and width, journal / bearing radial clearances.

II.

LUBRICANT PROPERTIES - Oil viscosity, temperature and pressure.

III.

ENGINE PARAMETERS - Cylinder pressure data, engine speed, firing 1

1 sequence, cylinder and bearing location, weight / location of rotating and reciprocating masses, rod length, and crank stroke.

l The specific input variables for the Fairbanks Morse 12-cylinder opposed piston engine are listed in Table I.

As the journal rotates, it pulls oil into the journal / bearing minimum radial clearance region.

This decreasing oil film thickness causes an increasing local film pressure.

Increased loading on the journal reduces the minimum oil film thickness.(squeeze film phenomena), which also in' creases the di film pressure.

4.2 Methodology A journal orbit analysis was conducted using the "JORBIT" computer program developed by Imperial Clevite Co.

(Cleveland, Ohio).

JORBIT calculates peak oil film pressure and minimum oil film thickness as a function of crankshaft rotation.

It also determines the maximum bearing temperature and qualitative oil flow rate related to specific engine operating conditions and journal / bearing radial clearance.

The bearing loads can either be input directly or calculated from the firing pressure distribution and inertia loads.

For the Fairbanks Morse opposed piston engine, the pressure profile referenced to the lower crankshaft was used to determine the loads for upper main bearings 1-12 and the connecting rod bearings.

The pressure curve for the upper crankshaft has a

-17.5* offset; therefore, using the lower crankshaft pressures provides a conservative analysis.

Main bearing No.13, the thrust bearing, is subjected to additional loads from the vertical drive shaft connecting the upper and lower crankshafts. The torque at the drive shaft spiral bevel gear was determined using SHAMS (Shaft Harmonic Analysis by Modal Superposition), a computer program developed by FaAA to perform steady-state torsional vibration analyses of crankshaft systems.

SHAMS calculates the torsional natural modes of vibration of an. _.. _ _ _ _

r axial or branched system of springs and masses.

The response of the system to harmonic loads is calculated using modal superposition. TN, another computer program developed by FaAA, was used to calculate the harmonic loads.

The solution obtained using SHAMS sums the response of specified harmonic orders for each mode of vibration taking into account the correct phase angles for all cylinders. This sumation is performed for each inertia and stiffness in the model.

Time histories and maximum / minimum values of inertia vibration and shaft stresses are provided in the output for each inertia and shaft section, respecti vely.

Results for the contributions due to selected orders or modes may also be obtained.

SHAMS includes internal modal damping in the analysis and has the capability of including centrifugal pendulum design torsional dampers.

These dampers are on the Fairbanks Morse opposed piston engines at Fermi II and are designed to reduce the vibration amplitude of objectionable torsional critical speeds.

The damper is tuned and sized by specification of damper weights and geometry.

By inputting these damper parameters, SHAMS includes the damping effect of each damper in calculating the response.

A similar

program, STAMS (Shaft Transient Analysis by Modal Superposition) has been developed by FaAA to perform a transient torsional vibration analysis of crankshaft systems.

This program may be used to obtain results for transient conditions, such as start-up, coastdown, and rapid load application.

The loads on the crankshaft from the spiral bevel gear torque were transferred to main bearing No. 13 using a summation of moments technique

[Ref. 9].

The resultant bearing loads were combined with the inertia / firing pressure loads through vector addition.

The total bearing loads versus crank shaf t angles were input directly to JORBIT.

Additional analyses were conducted on main bearing No.13 to analyze the effects of 1) a reduction in the effective bearing length, and 2) the removal of the oil groove. As shown in Sect'on 5.0, differential thermal expansion in the bearing / support during ?ngine operation produces a " bow" in the bearing length.

This distortion of the bearing surface area reduces the effective bearing length.

JORBIT results using a reduced effective bearing length of 2 inches, instead of the full length of 3.25 inches, provide a more accurate indication of expected performance.

The removal of the circumferential oil groove was investigated as a method to reduce the expected level of wear by increasing the minimum oil film thickness.

4.3 Results Summary reports of the bearing lubrication, peak oil film pressure, and minimum oil film thickness were obtained for upper main bearings 1-13 and for connecting rod bearings (Appendix A). Maximum and mean bearing loads / stresses were also determined and are listed in Table II.

A detailed table of loads, angles, and film pressures / thicknesses was created for each bearing at l' increments of crankshaft rotation.

This data was used as input to the following plotting routines.

Three computer-generated diagrams were used to depict the regions where bearing wear would be expected. J0P (Journal Orbit Plot) displays the path of a journal within its bearing during the 360' of crankshaft rotation.

The

. diagram is scaled so that the radial distance between the reference bearing circle and the sournal orbit represents the oil film thickness.

The crankshaft rotation is labeled at 45* intervals with a "+" plotted at each 10' increment. Dwell periods of the journal are indicated by close spacing of the

"+" ma rks.

Typical engine orientation has the connecting rods positioned above the crankshaf t.

The bearing angle is referenced with O' as top dead center (i.e., the upper bearing shell is centered at 0* and the lower bearing shell at 180').

For the upper crankshaft of an opposed piston engine, the l

l connecting rods are located below the crankshaft; therefore, top dead center occurs at a reference bearing angle of 180' (i.e., the upper bearing shell is centered at 180').

The journal orbit plots for main bearings 1-13, and connecting rod bearings are depicted in Appendix B.

A second program, M0FF (Minimum 011 Film Frequency), plots the minimum oil film frequency / intensity as a

function of bearing angle.

The frequency / intensity is determined by stmming the inverse values of minimum oil film thickness at each bearing location.

High values of frequency / intensity occur at locations of very thin films, multiple journal passes during a single orbit, or extreme journal dwell. Since thick oil films do not produce bearing wear, film thicknesses greater than 150% of the recomended minimum oil film thicknesses (0.000240 inches or 240 micro-inches for 7.995-inch main bearings

[Ref. 10] were not considered. Areas where bearing wear would be expected are indicated by " spikes" on the diagram.

Appendix C contains the minimum oil film frequency / intensity plots for main bearings 1-13 and connecting rod bearings.

The first two plots in Appendix B for a connecting rod operating at full load (con rod loaded) and for a connecting rod operating at full speed with no load (con rod no load) clearly illustrate the fact that the crankpin orbits into the cap half of the connecting rod bearing during the operating cycle of the engine.

This demonstrates that there are portions of the cycle where the inertial loads from the recip~rocating motion of the engine dominate the gas pressure loads which, in a 2-stroke engine, always tend to force the crankpin into the rod half of the conr.ecting rod bearing.

The orbiting of the journal into the cap explains why the locating dowel in the No. 3 connecting rod cap of EDG 13 was flattened during the November 1985 accident.

Either, while the engine was under load after the bearing failure, or during coastdown under no load after the bearing failure, at least once during the operating cycle the crankpin would come in contact with the locating dowel, flattening it, wearing it, and simultaneously forming the two shallow depressions found in the crankpin after the accident.

The occurrence of the two depressions is strong evidence that the wear occurred during coastdown since the second figure in Appendix B, con rod no load, shows that load is carried by the cap half at two separate points in the operating cycle.

The results from the reduced effective bearing length analysis and the removed-oil-groove analysis of main bearing No.13 are provided in Appendix D.

(J0RBIT Sumary Tables, Journal Orbit Plots, and Maximum 011 Film l

Frequency / Intensity Plots.)

l

5.0 FINITE ELEENT ANALYSIS OF 10.13 T)stUST BEARING The repeatability of the distribution of the distressed areas on the No.

13 thrust bearing, independent of engine and independent of when the thrust bearing was examined, led to the hypothesis that there is a systematic explanation for the concentration of contact along the oil groove in this bearing.

The significant difference between the No.13 bearing and the other main bearings in the engine is the presence of the integral thrust flanges on the thrust bearing.

It was suspected that during the normal rise in temperature from room temperature to the operating temperature of 180-200*F, the thermal expansion nf the flanges could cause the inner diameter of the thrust bearing to distort.

This distortion would be the result of the difference in thermal expansion between the solid aluminum alloy from which the bearing is made and the steel from which the engine block and bearing cap are made.

The radial portion of the thrust bearing is compressed by the block and bearing cap, but the thrust flanges are free to expand under the influence of temperature.

In order to quantify what this effect would be, an axi-symmetric, two-dimensional finite element model of the bearing and housing assembly was constructed.

Figure 16 shows the finite element model used for the calculations.

In addition to the effect of temperature, the effect of the initial press fit between the bearing and the housing was computed.

The ANSYS Finite Element Code was used for computing the displacements of the nodal elements in the model.

The analysis consisted of two independent solutions which, due to I.

the assumptions of linear elasticity, were superimposed to produce the final results.

The first step was the application of the press fit between the housing and the bearing.

The magnitude of this press fit was established by simulating the press fit by a thermal contraction of the steel housing.

A hand calculation was done to compute the amount of thermal contraction necessary to equal the interference fit, and this thermal problem was solved j

by finite element analysis to yield the interference fit, and the resulting i

displacement field.

I._--

The second step, which was performed independently, was to simulate heating the assembly of bearing plus housing from 70*F to 200'F uniformly.

This resulted in another thermally induced interference fit which caused a separate displacement field to be generated for the. thrust bearing.

The algebraic sum of both displacements along the inner diameter of the bearing yielded the final result, the predicted shape of the I.D. in the axial direction, incorporating the effects of both the press fit and the thermal expansion of the bearing relative to the bearing housing.

Figure 17 shows the results of the two independent calculations.

The press fit load alone resulted in an inward displacement toward the crankshaft of a maximum amount of about.001 of an inch of radial displacement at the edges of the oil groove.

Thermal expansion alone, up to an operating temperature of about 200'F, resulted in an outward displacement of the bearing

(

surface.

The minimum outward displacement occurs at the oil groove and is approximately.003 inch of radial expansion away from the crankshaft, and the maximum amount of radial expansion occurs adjacent to the primary thrust face and is over.0055 inch of outward radial displacement.

Figure 17 also shows the algebraic sum of the press fit and the thermal expansion which is the predicted axial distorted shape of the I.D. thrust bearing surface.

Two key points should be noted: The portion of the bearing adjacent to the oil groove is.003 inch closer to the crankshaft than the portion furthest removed from the oil groove.

Also, there is a substantial l

slope to these curves, such that during operation of the engine with a new bearing, all of the load of the No.13 main journal would be reacted against two narrow bands of the bearing adjacent to the oil groove. This would result in very high local pressures and very thin theoretical oil film thicknesses which would cause rapid initial wear.

This wear would establish lands parallel to the main journal surface adjacent to the oil groove so that the load would be supported over a greater width of bearing, resulting in the development of a hydrodynamic oil film.

l As discussed in Section 4.0, Journal Orbit Analysis, and quantified in Appendix D, assuming that the bearing has conformed by wear to the point where the active length of the bearing is 2 inches, as opposed to the nominal 3-1/4.-

inch active length of the bearing, the computed minimum oil film thickness is only 92 micro-inches, significantly less than 108 micro-inches for the most highly loaded No. 10 main bearing which retains cylindrical geometry.

This distorted I.D. shape, then, accounts for the systematic occurrence of contact wear and minor surface scoring adjacent to the oil grooves in the No. 13 thrust bea ring.

This contrasts with the randomly distributed, contact or, where it occurs, surface scoring on the other main bearing shells.

Figure 18 shows the results of a calculation for one of the proposed remedies to the systematic sensitivity of the thrust bearing.

Since the No.

13 thrust hearing does not provide an oil feed to any connecting rod, the

)

incorporation of the 360* circumferential groove in the thrust bearing is J

unnecessa ry.

Figure 18 shows the results of a finite element calculation for a hypothetical thrust bearing with the central groove removed.

There is a 1 inch axial length of the I.D.' of the ungrooved bearing which is essentially parallel to the surface of the No.13 journal and would allow the development of a thin hydrodynamic oil film, even with a new bearing.

Conformability by gradual wear would be expected for such an ungrooved bearing, with a low probability of surface scoring.

1 6.0 OISCUSSION 8 CONCLUSIONS j

The isolated failure of the No. 3 connecting rod bearing in EDG 13 in November 1985 does not represent any intrinsic concern about the reliability of the Fermi II Fairbanks Morse emergency diesel generators.

The physical evidence associated with this failure is conclusive in showing that the failure is attributable to improper reassembly of the engine.

This evidence includes the substantial amount of fretting on the parting lines of the connecting rod and connecting rod cap, the low breakaway torque value for one of the connecting rod bolts, and the fact that the subject bearing shell had been visually examined in early 1985 during disassembly of EDG 13 and was shown to be operating without problems at that time.

That same bearing shell was reinstalled, and it is the bearing shell that failed in November 1985.

l i

The source of the low torque on the connecting rod bolts that resulted in the fretting and in the loss of press fit of the bearing into the connecting rod could have been the result of the relaxation of the connecting rod bolt after being properly torqued during reassembly.

Such a relaxation could have come from a poor fit between the bolt and the connecting rod such as a burr or a metal chip under the head of the bolt.

This could have resulted in a properly measured torque value during assembly followed by relaxation of the

- preload and hence the torque during operation of the engine.

Alternately, some debris between the back of the bearing and the bore of the connecting rod could have caused an excessive interference between the bearing and the connecting rod, and the applied torque (and hence preload) could have been absorbed completely in crush of the bearing, failing to establish firm contact between the parting lines of the connecting rod and the connecting rod cap. Engine operation, again, could have forced the bearing to embed such debris into its back, relieving the preload from the bearing and causing the connecting rod bolts to loosen.

It has been reported by Detroit Edison that procedural steps have been implemented to assure that proper precautions are taken to avoid the introduction of debris or contaminants into the engine in all areas, including the critical areas such as the contact points between bearings and housings.

During the complete inspection of EDG 13 associated with the replacement of the connecting rod piston liner and bearings in the No. 3 position, chronic I

main bearing problems were discovered.

Since prelubing procedures for all planned starts had been implemented at Fermi II, consistent with procedures followed by other utilities using Fairbanks Morse opposed piston engines, it was surprising to find continued bearing distress.

However, the source of this chronic bearing distress appears to be traceable to actions taken during the recovery program in January and February 1985, which corrected the l

problems found at that time. Recovery efforts included crankshaf t replacement on EDG 11 and crankshaft journal refurbishing in other engines, specifically, EDG 12 where bearings with surface distress were replaced..-.

The recomended procedures from Fairbanks Morse for preparation of a journal to receive a new bearing include so-called lapping of the journal, which in reality results in a relatively rough journal surface.

According to Detroit Edison, measurements of surface finish have been made on newly prepared journals showing that the average rou$,hness is approximately 50 micro-inches RMS.

This is in excess of recommended practice for medium-speed diesel engines.

Recomended practice from a number of sources is that for high output medium-speed diesels, surface finish should be no more than 10 micro-inches RMS.

Measurement of broken-in or used crankshaft journals on the Fermi !!

EDG's showed that operation does result in a smoothing of the journal to a micro-finish to approximately 25 micro-inches RMS.

This smoother journal, although not as smooth as most sources recommend, would be much more tolerant of the starting conditions experienced in the Fairbanks Morse engine.

Thus, it would be expected that a seasoned crankshaft, one that has seen at least 100 hours0.00116 days <br />0.0278 hours <br />1.653439e-4 weeks <br />3.805e-5 months <br /> of operation, would be more compatible with engine bearings than a new or refinished crankshaft.

An additional recommendation from Fairbanks Morse is that a material referred to by them as bearing conditioner be applied to new bearings when installed in an engine.

This bearing conditioner consists of a mixture of engine oil, graphite, and an abrasive lapping compound.

The abrasive lapping compound consists primarily of silica and has particles as large as.002 of an inch in diameter contained in it.

It is believed that Fairbanks Morse intends this bearing conditioner to promote rapid wear of engine bearings to accelerate the break-in of both the crankshaft and the bearings and to develop geometric conformability between the crankshaft and bearings as rapidly as possible.

However, introduction of any hard particulates into a bearing creates the risk that the abrasive particles can disturb the metal surface and interrupt the development of a hydrodynamic oil film, thus promoting metal-to-metal contact and micro-seizure and rapid wear of the bearing material.

This appears to have been happening with the Detroit Edison Fairbanks Morse engines where the lapping compound has been used.

Detroit Edison engineers have reported that on a trial basis

> i i

.c

-r--

-e

-e

l j

engines have been assembled both with and without the bearing conditioner, and no change in performance was noted that could be associated with either the presence or absence of the bearing conditioner.

The conclusion is that even if the bearing conditioner is not doing any harm, evidentally it is not performing any useful function either. Because of its potential for harm, the use of bearing conditioner at Fermi II should be discontinued.

Another result that is now evident, after proper prelubrication has been j

established in the engines, is that the choice of bearing materials, bare aluminum-6% tin,' is marginal for the Fairbanks Morse emergency diesel generators. Compared to more recently developed materials, the bare aluminum-6%

tin has low seizure resistance, especially against nodular iron crankshafts. The references consulted during this investigation indicate that an overlay of.001 to.002 inch of lead-based babbitt would provide the seizure resistance required to eliminate transfer of aluminum to the crankshaft even during metal-to-metal contact that inevitably occurs during starting of the engines.

The babbitt would be even more effective in j

seasoning crankshafts than is the aluminum-6% tin and would result in

{

continued seizure resistance even if the overlay were worn off by normal I

operation of the engine.

4 In spite of these less than optimal conditions in the Fairbanks Morse engines, continued testing at Fermi II with the incorporation of long-duration seasoning runs on new bearings and new crankshafts has demonstrated that l

unqualified reliability can be established for all but the No. 13 thrust j

bearing with the current components. The source of the sensitivity of the No.

{

13 thrust bearing has been demonstrated by a finite element analysis of that l

bearing.

Its unique shape causes a distortion of the inner diameter of the i

bearing which causes an overload condition to exist adjacent to the l

circumferential oil groove in the thrust bearing.

}

l Although this condition now seems to be under control at other nuclear

{

plants using the Fairbanks Morse engine and at Fermi II, a small but finite potential exists for continued operation to result in surface distress of the thrust bearing.

}

The demonstrated ability of the aluminum-6% tin bearings to undergo healing from minor surface distress does create a degree of confidence that, after proper break-in and accommodation, engine reliability will not be compromised.

As a product improvement, however, the manufacturer (Fairbanks Morse) should be encouraged to develop improved thrust bearings for future application to nuclear engines.

Recommended changes for evaluation include decreasing the RMS value of the shaft microfinish, eliminating the use of the abrasive bearing conditioner, incorporating an electroplated babbitt overlay onto the bearing, elminating the unnecessary circumferential oil groove in the thrust bearing (at least in the highly loaded upper half) and possibly redesigning the bearing to decouple the heavy flanges from the radial portion of the bearing.

Improving the surf. ace finish of the crankshaft would decrease the probability that asperities on the surface could penetrate the hydrodynamic oil film and initiate metal-to-metal contact.

Fairbanks Morse is aware that improving the surface finish on a nodular iron crankshaft also requires that care be taken not to create a condition where distorted metal has covered over graphite nodules.

However, the automotive industry in the United States has standardized on nodular iron crankshafts for automotive engines, and machining and polishing techniques have been developed which generate the desired fine microfinish without the risk of ferrite caps covering the graphite nodules.

Fairbanks Morse should be encouraged to develop such a procedure for application to their crankshafts.

The use of bearing conditioner is intended to compensate for the rough journals and accelerate the break-in process.

However, the intentional introduction of large abrasive particles into the bearing is not recommended.

Demonstrations by Detroit Edison at Fermi !! showed that successful bearing performance can be achieved without bearing conditioners.

If other improvements are adopted, such as polished crankshafts and an electroplated overlay, the need for a bearing conditioner even on a theoretical basis, would no longer exist.

An electroplated overlay of soft babbitt would be especially beneficial on the No. 13 thrust bearing because of its unique distorted shape in the engine. Approximately.002 inch of babbitt would result in a bearing with the conformability, either through babbitt deformation or through wear of the babbitt, to develop a broad load-carrying zone in the No. 13 bearing in a minimum time. Unlike the aluminum alloy, the babbitt can be worn away rapidly by the crankshaft without the risk of metal-to-metal seizure.

This is because of the high ductility and low strength of the babbitt compared to either the nodular iron crankshaft or the aluminum bearing material.

Since the circumferential oil groove in the No. 13 bearing is not necessary for downstream lubrication of any of the connecting rod bearings, it can be safely eliminated from the design of the thrust bearing.

Eliminating the groove would increase substantially the load-carrying capacity of the bearing and also would present a better initial geometry in that at least 1 inch of l

bearing width would be parallel to the crankshaf t surface, even with a new bearing.

The journal orbit analysis of No.13 thrust bearings with and without oil grooves has shown that the computed minimum oil film thickness should increase by a factor of approximately 2-1/2 when the groove is eliminated. This extra margin of hydrodynamic oil film should reduce the sensitivity of the thrust bearing to surface scoring and make it as reliable as the rest of the straight shell main bearings in the engine.

Another approach to improving the performance of the No.13 bearing would be a geometric redesign to reduce the distortion of the inner surface caused by the relative thermal expansion of the bearing and the bearing housing. One way this may be accomplished is to decouple the thrust faces geometrically from the radial portion of the bearing by a machining operation which would create a highly compliant small ligament between the radial portion and the thrust faces.

This concept would allow the thrust faces to expand with temperature without having a direct load path by which they could distort the radial portion of the bearing.

All of these product improvements would be expected to add an extra margin of reliability to that which has already been demonstrated by the

Fairbanks Morse emergency diesel engines at Fermi II.

These product improvements are all consistent with current state-of-the-art in bearing design and manufacture in other medium-speed diesel engines which are used for emergency power at other nuclear plants.

These product improvements should be undertaken by the manufacturer, Fairbanks Morse, and demonstrated in laboratory engines before application to installed nuclear emergency diesels.

f l

l 1

t

! l l

1 REFERENCES 1.

" Investigation of Engine Bearing Distress in Fairbanks Morse Emergency Diesel Generators at Enrico Fermi !! Power Plant," Failure Analysis Associates, Report #FaAA-85-2-12, April 1985.

2.

Swanger, L. A., " Selection of Crankshaft Materials for Optimum Bearing Performance," Society of Manufacturing Engineers Technical Paper #CM80-392,

Dearborn,

Michigan,1980.

3.

Pratt, G. C., "The Seizure Resistance of Aluminum Based Material,"

Tribology, March 1968.

4.

" Tin Plain Bearings," International Tin Research Institute, Publication

1. 595, Perry and Routleff, Ltd., London, England 5.

Pratt, G. C., " Materials for Plain Bearings," International Metallurgical Review, #174, Vol. 18, 1973.

6.

Pratt, S.C., "New Developments in Bearing Materials " Society of Automotive Engineers, Detroit, Michigan, January,1969 7.

Hunsicker, H. Y and Kemp, L. W., " Aluminum Alloys for Bearings " Society of Automotive Engineers Quarterly Transactions, Vol.1, No.1, January 1947.

8.

Fukuoka, T., Kato, H., and Kamiya, S., " Aluminum Alloy Bearings Containing Hard Particles Fitted for Use with Nodular Cast Iron Shaft,"

Society of Automotive Engineers, Paper #830308,1983.

9.

Shigley, J. E., " Mechanical Engineering Design," Third Edition, McGraw.

Hill, 1977, pp. 483-495.

10. Hollander, M., Bryda, K. A., " Interpretation of Engine Bearing Performance by Journal Orbit Analysis," Society of Automotive Engineers Technical Paper Series #830062,1983.

11. Letter to Mr. John Nyquist. Detroit Edison Company, from Dr. Lee Swanger, Failure Analysis Associates, January 30, 1986.

TABLE I JOURNAL ORBIT PARAMETERS Fairbanks Morse 12-Cylinder Opposed Piston Engine Model 38T08-1/8 GEOMETRY:

Main Bearing Diameter 7.995 in.

=

Main Bearing Length 2.75 in. (Main 13 = 3.25)

=

Oil Groove Type 360* annular groove

=

Groove Width 0.4375 in.

=

Diametral Celarance 0.0098 in. (average clearance)

=

Conn. Rod Bearing Diam.

6.756 in.

=

Conn. Rod Bearing Length 3.50 in.

=

Oil Groove Type 360* annular groove

=

Groove Width 0.375 in.

=

Diametral Clearance 0.0097 in. (average clearance)

=

LUBRICANT PROPERTIES: 011 Grade SAE 40

=

011 Temp. (Inlet Sump) 170'F

=

Oil Pressure 35 psi

=

ENGINE PARAMETERS Cylinder Pressure Data Input from pressure curve

=

Engine Speed 900 rpm

=

Bore 8.125 in.

=

Stroke 10.0 in.

=

Conn. Rod Length C/L-C/L 23 in.

=

Reciprocating Weight 93.20 in.

=

Rotating Weight 38.90 in./ rod assembly

=

Firing Sequence 1 6 2 4

=

11 7 12 Cylinder No.

Firing Constant Piston Constant 1

0 0.5 2

240 0.5 3

120 0.5 4

180 0.5 5

60 0.5 6

300 0.5 7

90 0.5 8

330 0.5 9

210 0.5 10 270 0.5 11 150 0.5 12 30 0.5 ____

TABLE II BEARINS LOADS AND UNIT LOADS AT 900 RPM Maximum Mean Maximum Bearing Position load (lbs. )

Load (Ibs. )

Unit Load (ksi)

Conn Rod (loaded) 52707 14792 2.496 Conn Rod (no load) 16124 8906 0.764 Main 1 24343 7946 1.317 Main 2 31965 14359 1.729 Main 3 33779 14134 1.827 Main 4 32545 13738 1.760 Main 5 32486 13976 1.757 Main 6 34543 14671 1.868 Main 7 34502 13932 1.866 Main 8 31965 14359 1.729 Main 9 34543 14671 1.868 Main 10 30741 15317 1.663 Main 11 31965 14359 1.729 Main 12 34469 14657 1.864 Main 13 30936 12061 1.376 Main 13 (effective bearing length reduced) 30936 12061 2.476 Main 13 (effective bearing length reduced and no groove) 30936 12061 1.935 o

,h-e

~

i

/

h.

4 L

i l !d '..

\\

~

FIGURE 1.

Fractured Lower Lip of Upper Piston No. 3, EDG 13 WDC17064-R1-E19 i

I l

4

\\

e i

l I

FIGURE 2.

Cracked Cylinder Liner No. 3. EDG 13 WDC17064-R1-E22 i i

.l i

,Y '

\\

4%

w5 FIGURE 3.

. Cracked Cylinder t.iner No. 3, EDG 13 WDC17064-R1-E23 l

i l

i l

l l

[

l l

FIGURE 4.

Upper Connecting Rod Cap No. 3, EOG 13 i

WDC17064-R1-E25 I

?

,s'.

.,l, s' ~,' ' W,-

y

.i

'-:n i

..,Y.-~W-3..

.. ~

'*Y,,

k' f..

.s

,e

.s rg L ;..

_' : ~

, 4..j s

p -~

a.

• '.i *.i g.*'

.e',

, s......

.s..,<..

6

;

(

h '.'

^ h,#.

.{.r.

~, ', ' I N i.

e

.m.

. k,3,[ s '

g,,

.+

.,.. j.

y..

.e....

p-

'~

p,..'.?,

^.,

+

....:.?,

,'.s i

f.

.,e

- c.,. ~

c %...4-

.)

... :e %.

.s.

n

.:<' 'Ja Y ' "

ekq.Y9.s'.;(:.A.. -:.u.;

• M : 1 2

v Upper Connecting Rod No. 3, EDG 13 FIGURE 5.

WDC17064-R1-E30

,... ~. -

t s ?

sq:..

~. '_ u,

.. _.. n-c,..s e, a.

.~ r ; ;.

.9.,. y..,

.%. ;.)l*y, 3h+ p

~ Jo p:.pLJy -

...v

~. '.,: ;z. ?g.?

r,,...t. {,sj 4, ; ;.... ; y 3,,.. '7. s.f.,* *y, ; q i :..u. ?..

n..

,g.

3.. -. 3'

• ;,., 3' 7;:. 4... v v...

+

3, ; o,, y. y. u.8.%..

2 ;-b:

3 7.=p g; s: f

je.. t l

.3 gpr, s 4.... g...

..a. -

. x..,..,. A**. _,s

f.a etn.f.

n,,. :

, y' :

,%. c:, = -

c..,,.., -

.,c.- j, v..r

%., Qwl,..-g. s.g, - 9,

..4

3...... 4.,y >

.%.#,.. 3

,-a.<..+..,--

b,f. '..) [ DW,-. g..,

t ;,.

.c A.

y 7 -

.e' '.g

,.4%

i,9

. ;'y x b Y'*-

4.w e ;.:..%y., 9. y. -...,M,.. G.,.'jl %..}j,. -

.b'

,:>;f'L.Q. ! :y :y hj-.\\;.

'y

..a

?...L. i. 'r' O+.T. :_,2,.f v

s.':~.* b ; ; %v,..

,a

,e

c..m :

c. g;.m.s,, i mc. 2;.:g L.

?,. -

s.4 4 n; 4 y.. :., e - :. (.,...... > -

y

.; a..

n

..q

,e

-p~

fg'..

h, k.

[:

$[.1:g.Q "' J',,.i ( i. 'Q,.13.;,h. M.t y,0?

y

?% ' $,k

[

h.

] M,,,h. h.. r,. k'

+ ff,m.

NQ.'y ;f ' 'y. % ? /* y.jsj,Q : \\; ~t;;Q.f :.

,l.'r

.;,yy; '

a...,

.g

,.m ft 7

T -:

b EDG 13 No. 3 UT Main Bearing FIGURE 6.

W0r:17064 Rl-E17 47

.l l

I i

1 i

i i

J.

FIGURE 7.

EDG 13 No. 3 Crankpin, Upper Crankshaft

[

l WDC17064-R1-E5 i

i i

l l

l I

l t,

a

'l i.

FIGURE 8.

EDG 13 No. 3 Crankpin Surface Depression l

WDC17063-R1-E6,

I I

. Jy-

\\

l w

i i

l l

\\

l I

l I

1 I

FIGURE 9.

E0011 No.13 Upper Thrust Bearing l

WDC17064-08175-15 F

r I

l t

l I

I

?;

l l

l l

l t

3 ~ [ - $(-

FIGURE 10.

Surface Scoring of EDG 11 No.13 Thurst Bearing, 4X

[

WDC17064-08175-23 l l

l l

J i

l l

i W

...-e,

• 3,,

m bo

. : ~.; rj'. -

e....

l

, (.,4.. ?,,. '

glQ-f.i '4;,'Gir }!$,,

h.[.. !g' (d$-

i:

l

.-t 1

. ',';;. 4

.. u

?'

-Q n'0 ;..

P s,

.. v'

..,. J %

k E. ' '... - [l *...,.p M...

.v..y'-

'. ~..

f.gg's n

3'1..; l;

~

r e

--~

.k hi),TP, -

O);: "

" ;n '

i:

p v.

4,t:id

'~

.r.

i:.,Q ;_

si:,.h.A;26,?.h, /,.. itAj j

FIGURE 11.

Close Up of EDG 11 Crankshaf t Main Journal No.13, 2.2X i

WDC17064-08175-27 i

a i

i

'1 i

l c

j I

i i

)

l

' '. < l.

j s > <... m FIGURE 12.

EDG 13 No. 13 Upper Thrust Bearing WDC17064-08176 5

l l

'l I

' '( N I

1

%9

't 1

4 I

H g

g l

FIGURE 13. Close Up of Thrust Bearing No.13. EDG 13, 2.9X i

l WDC17064-08176-9 l

l l

I l

l i

r i d rs

~.

p.

?,

r, b LH l

't _.

3 i

l i

FIGURE 14.

No.13 Crankshaf t Main Journal, EDG 13 WCC17064-08176-30 l

l 4 i l

i l

i l

l 3

e48'h i

i

.+

\\

t

9.,

1

~. g

• e=

j m-i l

u FIGURE 15.

EDG 14 Upper Thurst Bearing No.13 WDC17064-RB-TC07843 l

t i

l I

l

' l i

i l

FERMI 2 DIESEL 2 BEARING ANALYSIS j

ANALYSIS MODEL GEOMETRY i

13 1

1 2

98 92 91 35 33 14 11 1:

74 7'

21 17 10 2

97 90 89 34 32 16 9

Bi 73 70 25 18 11 3

h 96 88 B3 B1 79 77 61 58 55 53 51 49 31 23 15 7

6 72 69 66 61 54 50 46 44 42 39 34 30 26 19 12

.4 i

95 B7 B2 BB 78 76 60 57 54 52 50 48 30 28 13 18 9:'

i 68 67 65 60 53 49 45 43 41 38 33 29 24 28 13 5

~%

B6 75 72 69 66 59 56 47 44 41 38 27 24 17 J5

/4

\\ 64 60 62 59 52 48 40 37 32 28 23 16 141 V

g5 d4 71 58 65 63 46 43 40 37 26 23 21 W2 5 7 56 55 51 47 36 35 31 27 22 15 8F 84 73 70 67 64 62 45 42 39 36 25 22 20 1

Y Z

l ricoat ie i

l 1

I 6

i

- - i

-. - - - - i - - -

t-i

+ PRESS FIT LOAD ONLY j

E x THERMAL EXPANSION 70-200 DEG.F.

i 5

v PRESS FIT + THERMAL EXPANSION 7

_o c

4 e-x r

o 4 o

i 8

3 E.

i i

l U1 a

y 2 i-i

.)

_.J n.

u m 1>

i s

a o

~

l

_s E

4 4

o

~

o c

us m

~

~

-1 o

_s o

m m

i

< -2 :-

1 4

_y 0 0.5 1.0 1.5 2.0 2.5 3.0 3,5 4.0 j

AXIAL LOCATION ALONG PEARING h.D. (INCHES) 3 1

~ FIGURE 17.

FERM: I! 3[E!EL_Il-8 EAR.NG> ANALYSIS h

4 3 n#{r BEARING W/,$ g

(

A k

g

\\\\

.p.

a s

./ '

f-

~

,O r

ie h

g g

g g

- - - =

g y

E.

+ PRESS FIT LOAD..ONLY x THERMAL EXPANSION 70-200 CES.F.

E N

v PRESS FIT + THERMAL EXPANSION

]

5 l

3 cr

<r 3

s 54

?

i I

l

/

l X

X x

3 m

J 2

1 1

1 I

o-M.

m 1 s

O E

_J 4

J w

o o

..a i

a I

(1J s

_g t

4 m

J 4

o m

I m

4

-2 E-

)

l l

3 m

a a

j k

R A

A A

A a

a a

a a

a A

a a

A a

a a

a A

A a

a a

A a

m gas l

0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.4 i

l-AXIAL LOCATION ALONG BEARING I.D. (INCHES) 1 FIGURE 18.

FERMI II DIESEL II BEARING ANALYSIS RUN#4: NO OIL $L01 J

l

APPEIOIX A

SUMMARY

OUTFUTS FOR THE CONNECTING R00 BEARINGS AND FOR MAIN BEARINGS 1-13

-Al-

E!V!1t IIEN WIS E815!3 EttE E E 3 Let! mil 3 9 3 tySt90 fM4fl0!! G4!

9041 M Lfi 1.515 fit (We 1.m 4EL (RI I(WLt EMI4IION NHCl leIE 4 1.m IMWI4 5 EL 81E[

M I4lE 4.pl Eu14 IvFC (W 15 36 EL K51NC N PSIS (4MD R R WIRD 9WI Bil 6.M6 WL IDfDITIE IN ElIN IItt KC II, 5 MD LIG El CLtB M fDP Sit TLt M

IN ICE 5 IN P

SN lim 9.1951 2F l.519 III lim 1.IIM IM 1.1 94 916 19M2 0.18 9 IM 2.%4 SII lim 4.RN IM 1.542 900 lim I. Mil 172 7.624 1

~..

(ele Mril 0181$13 (tillit tullt E RIE IIW R R E MIS Q Su n grtingt m.-Ig1555 t> En N CV5fMt fulRKt4!! [54I IIK 1.158 Et ElINT N.291 i

4KL tall 2 MLt IP 12 Sisert 14.91t1 MtE!WI R.111 pr 0.01 (SP Mill

8. TIN (4!IEIl R a IIILtt tvl14t95 1 (4 CA Lif liIIIC pit Et II. E paf. CLIN l.0099 flR95(40@ 1.3671 Sort pts 6.M64 trrit. lis 1.%25 O!L 9 mkt 0 m IfY @MHt6 0!L Nt31pt E.N SIL IDF IM.N I MAXIV f!L r!Ln utsget F ING PSI Ktp5 at a tsam saI y a KMTs vits > m t EL811g totg Karig y g ggr$

M m Mt EtatIYC 10 TE NUrn F 331 K!EtS It tw at tul5 891W115 $2757 NYg5 Kiin 31

• Et F N.9 Ki8t[5 f((m GIL FILn petisist 15 5537 PSI I

s njuly gIL r!LIfult ($$ F.ge0nt 1(($

EtWS E a tsaw mt y at ggts UIts a WRt KLHM 19 ft KapJg F 46 Klat[5 K m MLI KittIE 13 Ig Ayn y 135 KMt; it LM 811415 PGlut 15 50!2 goes 5

atilq 41 m M t F 62 9 KMIS l

f( ttttutBICI!v sails at 1415 MIri IS 8.95586 f( Ma $li FILn fuitt(;;IS.pW$ leXS l

l

RDlit DE!E Wil 8191515 SLm[ KNIE LWf!CA118 Sim tyStKt f1001(1511 [l#I 800LL M 161 3.5I0 fth CIR 1.0H NKt (9L12 MLI KWI4 GH0(

368-Ki MIE M 3.998 ptI4 4 81L INK M W!E I.373 K el4 fvPt (p 290 m lit MISSWC E PS!$

(41EIR R R IIGLD 9slil Bl4 6.?56 OIL IDPCMfutt IM K1 fu pi[

Kt 37, g5

$PCID LW 914 CLI4 IISIDF SIL fLW Im LE It45 fu EPR 300 9906 0.9051 297 0.999 900 1906 8.0079 109 1.19 900 95 0.0l97 1M 2.m 900 9906 0.0120 1H 4.4%

900 95 0.8193 172 7.987 4

9 1

I l

t i

• === c us) t 151E MISBRES ELINK IBM KRIE JIER RV515 Il SN R WIEE 5.- 196I1041 (N W M IEE Mt f M ETIEi134[INE 8.158 EtKINI N.29I 15 1 CEI 2 MLt W 12 SIIIE 18.NIO NIElpi E.III N

1.II IN Ell 11.2111 (EIED E R IELII LYLINGS 1 IA 14 L51 23.INO Wit Et W. E W.ttts 8.9999 WitI60EDIS) 1.571 turi 918 6.50 tiTit. LII1.5625 NL SK( 1)

W W WM6El ELPE5INE N.5 WL IN 1M.91 R1I02 91L TILR Ptt$5utt F 51H PSI KIItiil I CRDB IELI E 219 Kittti ETI 2 MGLI KLIIIK 18 IE KMIE F 12 Kite 5

(

M N MLt KLIi!K 19 TE RWIL F 162 Kit [G TE LW st IES NIul 1513061 PRES KIIE Il k WGLI F ll.I KitEIS TE EM IIL flA PIGSIPI !$ 2Mi PSI I EUlti EL TILA TECM55 F.III213 IEE5 KtW5 If I CIIE WELI K Ill KH[IS Wil B SELI KLI11E 19 TE KRIE F M kites K t BELIItta!M It IE JImit. F 15 kites M LM If IES Mill 15 SMS PNES KIIE 818 BELI F R.2 KEEIS TE (ICDit!tl1Y M!!! E 155 Pl!E 15 0.95605 IE ED RL IILM IEIMSS 15.911718 IEES

(LIVlit (EIE PE15 EV!513 EE EN13 LEIG113 512 0619 0 fM f1Bil(MI M R 1 M Lil 2.750 flW CW I.M m

CK1 ! CVCLI KMiG IIGOE MFKi WI6 M 1.M ItM E e t!L IInt M INE I.III KRIE WP[

5.1 MIR I!L PES $W[

E Pill DEIG R R WILII Serllit 7.M5 IIL IDr(M1M[

!?I KS IM Bi[

B 21 E SPCII LIE 811 CLIM R5 IDF BIL ILW R

LIS

!EES IM IFR SIC M

1.1094 219 1.995 SIC M

8.1673 191 1.296 IIB M

l.IMI IN 2.181 110 M

8.8123 IN 5.118 910 M

0.0194 172 1.M1 a

f

.,------..-,-,7

DE1E EE15 ME RS$ E MM ETIME! O.- 5I1821

(

r l

8 I E8 a i

osa nowimi au mE um a e m s.m mm m 2cm!eunun m.ma a e m s.m N

IA (BF Ellt I.M EEIEZI E B RD m!ERS 5 (4 CA Lfl B.WI Mt 2 B 86 M.tLtM 1.1I99 REIL 0KVE)1.514 WI El f.NEI (Tm. Lil 1.lE3 EL M( 1) 55 m SEE5 ElPKSM[ E.5 ElIDF 13.5 l

I1RGUII!L flD PESSE[ K 18171 PSI KCWS 11 I CIRE RELI K 3 KIKI5 Elk N NELE ELIllt in IE IDEIE F 113 KiE(($

M k WELI KLITIE II IE EBAL K 10 KGEIS TE LW N IES MIT 15 2tM3 PIUSS KIIE E R BELI K 176.9 Kit [IS TE Ek IIL filli PESSEE !$ E31 PSI Ima m nm McMss K M6, we EtWS N I CIM RELI E 276 KitIIS WIN 2 NELI EllilE IIif EMIE K BI Kit [IS K k BELI E ITIE ilIK 2 B11. K W Kit [IS TE LW II IES MEI IS 5255 PIWOS KIIE fl B BELI E 25.2 KEE!IS IE ICCDitICITY Mill 111E15 FBIII IS I.96651 it KR EL TIVI MIM5615.MM67 IEES

mu..

(ele PE!5 C5151]

R E E E E 3 LW1tst13 STD tv5fMt FMElIBll (BNI MRL NE LGI 2.MI TLW tm 1.5 Mitt El !(WLt KRIE IIIIE 16046 IE!US M 1.5 MWlE E SIL M t M W!E 1.5 KMIE TWC M. I 518 91LPE55Et E F515

[E!Ett n R IIILtt 9K1 Ill 7.M IIL IDrDAist IM Ki far Nft 2 21. E 9tB LE Bil(LIN M IDF El FLW M

LE IEE5 fM M

M lim I.Itil D1 1.51 2 SIB lim I.0173 111 1.25 W

IMS I.1991 IN 2.M 15 19B I.0123 IN 5.209 110 llE I.Ilil 172 1.173 l

l

IEIK KE13 ESML RIILV51511 110 R Kf(KE O.

516121 c5.2 51,5 3

(U51MI IW/K1511[MIIEC I.1250 KI Kl ui 93.210 IKL CKI 2 CVEL[ F 12 5tKI 11.1100 Ill ElW1 N.910 SF I.II (N 11111

1. 5 00 (ElEt R R IIElit (VLIMIS 5 OL (A L61 23 1100 31I 2 21, 16 K CLIN I.IMS flE850EDE I.2934 9Erl Ill 7.9950 (ff[t. LII 1.133 KL IIIKi 0 NSImi Wi& Ki Ill ML558[ 35.E Ill IN 110.00 I fikle Ill flLM Pt[55ai K 19346 PSI K[8511ICIM RELI E lil KERIIS WIN D E[ KLillE 101E KIFIE F 162 Mit![5 K h kki KLillE 10IE M N 22 K6t((5 IE LIE II IES PGINI 15 11965 PIM5 KilE Il t Et W 162.5 KRIES IE Kh Cit'f!LR Pt[550ti 15 7506 P51 k

I HIEW IIL flLA 110[1155 F.I00111 LEES KCR511 I Cth fM6LI F 395 KRIIS lillu k IIELI KLillt il1E KNIE F 212 MitIIS K k AELI KLI11K 10 TE JIWt*L F 217 Kit ((5 IE LE Il INil POIR115 12652 FIUICS KIIE 11 h IELI F 229.7 KRIIS 1E IIt[Nitltliv 1111011 INIS Polui 15 8.97665 1E MS OIL fitn INI[tESS IS.WM21 LEES l

.,y

.-.,m.,

,.o

,,,---,-n.-,,

,----,_,--,,,..,,,,_,n,.

i 1

nrurt D61E PMil 9ff!519 SLCIK KRIE LWt! Cat!B 513 (V5tMt TIM 4IDI24Cil 8KMLL M Lif 2.754 TLt (M 1.000 4KL

• tILi 2 ML KatIE WIIE El-El 0416 WS 1.800 ptig ac g!L Inst m eglg 1 g00 Ke!E fWC uO. 3 mit lIL MI593[

5 PSI $

[41([I 1 R YORIt Salfle 7.M SIL IDIPCNigI[ !?O K5 FM WII KC W, 95

$PCID L95 B18RIN M IDF IIL rLe M

LDS 1u0($

IM M

900 tilli 6.0090 211 0.512 900 tilli 8.N73 1 91 1.!?9 9p.<

19114 0.0M6 15 2.759 900 tilli 6.0123 IN 5.207 900 tilli 8.0198 172 8.970 I

t

,,n,.

---

e--.,---,,er

-,-------r.

a

IEIK 7915 B191519 CLIV!ll D5lf KWlE JINEL MY515 81 910 M' IMEtt N.166585M2 IN. IM!d tyStMt 1984tWG 2418 IIst 8.1250 KtKlpt 91.200 mkt

• t3Lt 2 (Ett P 1 SillrI 10.M50 N1KIPT 11.900 98 8.N 888 Mill 8.0010

[Elfit 4 R 806l(f (vtlaKts 5 (A (4161 23.1010 pit KI N, 15 IE.tttee e ge49 glKp5aptvuS) 1.2934 9stl 918 7.9950

[fTtt.1151.1%!

81L 91Kt C If6 m $ne-K6 fit PE55pt 15.00 KLIDP 170.N B WIV OIL ULn MtS$pt F 15M PSI Ktps at.4 (tam MGLI N 260 KMts i

WIin t Ett Kleilt 18 IE Katig y 164 Kisits M e M t Eletig Ig Ig Jg.eunt y 2H Kletts it LM s1105 P0lut 15 3375 P990!

at:14 at > Mit F 164.9 Klftt5 f( MD lit GL" PtI55l'I 15 N72 PS!

O NCY lit OLn 1pItr(55 y.380116 IKES Ktp511 I(samt austt y 131 Kggts s

Ultu k wt Elettet 101E KWI4 F 2D KEIS K

• Mtt Eletig is 1( Jgumut y in KsgIS TE LIE It igs polul 15 Mll P9805 Ki!E 01 m Mitt F 225.4 KIKIS TE IIttNttitliv Will #11ES Pflui 15 0.P5t2 14 4h 11t DLR ig(!(55 [5,gg]p 1g((5

~

l l

RIV!![

(E!K P915 IIVI$lp ILIIK KRIE LWIIC8119 Sim l

fv51Mt 75MIW1 t/ Kit ICLL M L61 2.750 rth Cpt 1.IIS 4KL

• t0L12 (Vtt EMI4 IMIK MO-K5 MIE M 1.010 M14 5 91L 94[

M 1915 1.010 Kel4 Tw[

4.9 WJe IIL MC55NC 15 PS!E

[41Ktt 1 R II6 Lit 9ert III 7.995 OIL ID'fMtM 170 Ki FN Wit Et II, 95 581 0 LIE Ill(LI4 M IDF lit rts fm 195 led (5 FM im 900 1RB LIMO 219 0.511 900 IFB IR71 1 91 1.m 900 IDM l.lWI 100 2.756 M0 IFB I 9123 Di 5.203 900 IF39 f.014 172 f.%5 n.

tHIE PWil M51519 CLtvilt (EIE KWIE IIWR GEY515 91 1R IRt ETIEE! 5.166655M2 (m. 9 sla tv5fMt *fM44t90 24tilINI l.1250 Et Elpt $1.298 MEL

• t0L12 OtLE F 151 Hit 10.0110 N1EINT 3.110 IW 1.00 (MP Will S.IIH tlEltti 15 N6Ltt CYLIEM 5 (4 tr L61 23.9110 IIt!

Et u, g5 W.ftter 3.IMS RKesospup 3.29p apri gs 1.9150

[TTit. Lip 1.1543 ML II4tf C WSIN @ M6-K6 WL PES $utt 5.N O!L IDF 110.00 p fame lit IILn Petl$Uff F 179W PSI KtW5 R1 9 team W6Lt F NO KMts UITN D Mit Kletigt 101E KulE F IN statt5 BC > MLI EletIE II TE JgWunt F 2N K9tI5 IE LW at INIS P0!st 15 32545 PIm6 KIIE A12 MLt F 168.6 Ki8ti$

It (

• Olt Illa Pets 5W[ 15 7N p51 pMlO 7IILFILFTECIESS F.118133 IEE5 KtWS 81 A te m Mit F 13 KistIS Ullu

• MLt Klettet te IE guls F 213 ggEt5 M D MLt Kleilt il IE JIUPR F 15 ERt5 IE LW #1145 Mint 15 M Pint 5 KIIE R1 W SELE F M1.9 EstIS 14 ttttuitit!TY 38110 81155 Mist 15 0.1733 IE Et I!L IILM IEttE5515.9112% IKE5

EDIL IEIE PEI$ ER$C i

1!!E KRIELE! CHID $lm l

IN mmm 2,3 rig gg g,g EI2 N EMIE WIM MI K8 mis u g,a

" E El IM M tels t.m KNM M W. $ me et PE$M E PSIS

[EIED a a stu MIE 75 NL IDFGRIE !?I KG (N Mit gg g, g El LW III CLIN m 100 IIL rit M

LE LEKS tw gm ill im 4.gM8 211 0.512 III IM 8.gr71 193 3.27g 1E IM 8.IME IN 2.75d SIC IM I.8123 IN 5.2E 900 im

g. gig 172 1.1t,8 i

l l

l

D515 KRI3 JRARL REY 515 Il WR Kf(IDG O.- 17W51C

[ m. i min

\\

ts51Mt faibf LE! MIf5 IIf(

I.1250 KC ElB1 H.2OD RIKL (ILI 2 (Vtti F 12 51tEl it.Inc W1Elim B.W BF 8.00 C9F 18110 1.1110 DE!EIf R R IELII (YLIIItt5 5 (A t/L t$i 23.IRC Nf!

KC N. 85 IE.CLft I.IHf IISCI5(MtYO 3.2131 991 IIA 7,9950 ETT[I. Lie 1.1561 IIL BAK( 0 m IN (1)361 K6 0!L PK55a! 5.10 IIL 109 170 E IMXI@ O!L f!LM PftSSWE E 19f11 PSI KtW5 Al I Clw WLt F 320 KidI5 ETH h 96LI KLA!!E 10 IE KRIE F 165 K9 TIS at W ML[ ELAllK 10 IK JIlhi F 205 KIPCCS It LR Af 105 PCII' 15 32916 POWei KilNE AT & NLI F 169.7 KitLLS IE Kb O!L f!LP PtL5SWI 15 7Bf Pil k.

I R100 OIL IILM It!CIOS or.000122 IKt5 KCWs Al A CKm MiI E 162 KWE[5 EIN D k2.[ Kl81]E It IE KMIC F 23? KWCI5 M m WLI KLITM 10 It JIWWL F 70 KRIS IE LE R1105 POIN115 19780 MUC5 Kf!E Af a MLI F 120.3 Kittf5 IN[ [CCCX1t!Clly tR110 II IES Poln 15 1.17515 IE 4D DIL f!LM INICW5515.1103?1 IKK5 l

i i

l

CLtVIII MIE PWIS NM518 LIIE KN!E Lat!Calit $fm (U519tt fMLitNG 2M100 MM1 M L61 2.M8 TLW CW 1.5 l

84KL (El 2 MLt EW14 WIK MG-E MIE M l.000 Smlig a0 o

g!L peg m mIE 3, gen M artg lypt

g. Im!u NL M(55NC N MI6 tuGIEIR 11Il N6LD part p14 7.9%

31L IDFCMim IM Elfu Wit ut 18, E 9tD LM 914 CLDB M IDF ML flW M

LDS funt$

fM Epp 900 149 8 104 2H 8.51 3 910 1%M l.N73 1 91 1.281 900 149 8.90M IN 2.42 900 1%M l.0123 IN 5.212 M0 1%M l.01 4 1 72 I.m 4

(

l

{

1 l

(51K 7915 IltilD (L!filt (E!E KEM Mult tilLY515 81 9N M Kf!KNI 5. lHIf5312 f 5.[21s CEIMt flmdING 2 MIN IM 1.1250 EtK191 N.238 NI(L tRt 2 (YtLI IP 12 5188I II.IIW Ili Klp1 N.900 De 0.N ISP Wi!O l.IIII del (It H E5 Lit (VLIWCts 5 C4 (4 til fl.HIO pit Kt W, 95 IE.fLIN 1.W8?

WilfMWi@ 3.2954 9811 lit 7.M50 (Trit. Liu 1.156!

KL We[i ti M M @MH[6 81L PK55M N.N IllIDF 119. 5 A WIW 81L IILR Pt[5WI Ir 16611 PSI KtW5118 (t** GELI F 80 K p(IS Ultu m wit Kla11g tg ig KulE F 162 K utts M D MLI KLetIE 10 It M F 82 K RCIS IK 1R p1 tels Pelut 15 34513 gg5

(

KilE pf D DElf F 161.1 Kpit5 in 4h Olt Illm Pt[55WI 15 7%f PS!

A NNIV O!L UL'lICCM55 F.I00115 IK45 KtWS II A (848 SELI F 263 K RIIS Uliu D RELI K1911E 18 IE KW14 F 291 KRECS W D 26Lt I(Let!K 13 Ig Jeunet F gg K pt[5 IK LW t1 IES 9915115 9977 Peurs Kilt 41 # AGLI F 2N.0 Kpt[5 it (tttuillCliv t*Illif TES Mit! 15 9.m57 IK Kt SIL GLP 10tI(5515.Mi36 1((5

._,_,-_,,y

.m.,

m

(t[VIII (41K Nel5 9191518 1 LEK KelE LIIficallW 5tp tv51Mt TEMtW 2/ Kite Mfttl M t61 2.750 nW tem 1.tn NKL (SLI2(Wit KNM 90ht M-K6 MIf5 M 1.WO Iftl4 4 til WIUt M MIE 1.910 Kein Mt W. J 5eit Mt MI59fK

% Mll MIED R R WIILD 9ert 018 f.M5 lit 1Dettstyei 170 K6 IN Wit Kt N, 16 M

LM Ble ette M IDIP sit fLW L85

!(($

fu p

M IM32 3.90 4 2H g,gg M

IB32 0.gp3 3 93 3,3 9H IM32 1.009B 100 2.757 900 IM32 9.3123 in 5,g 9H 1M32 0.0MB 172 3.g7 1

(

l I

i l

DEIE PWil11851D ILtWit tuSIE KR!uS JIWWL EBLV515 At III m ETIKE N 19M05142 F

v

s. fullu l

u CW5fMt fem 4tml24[180Ist 8.150 Kt EB1 N.2tl IgKL telt 2 MLI F 12 510Ft 14.150 N1 EIW1 5.910 IW 1.N CIW Will 0.150 tuGI E t H E Witte (VL!tKIS S (4 (A Lll 21.050 W1C Kt II. 95 IRC (LtW 3.9049 91K950styv5) 3.29!4 furl 916 7.950 trrtt Liu 1.1%3 IIL pe[< 1)

W6mmlHE litPK555K E.W Ilt ID' 110.W R Mlv I!L flLP PttSSWI F 16M PSI KtWS 811(tess wLt y 30 K ytts Ullu # MLt KLl!!E 101E KN!ui F IW KlKC5 000D MLtKLt11K10IE M F 16 KM[l it tilt RI 105 POINI !$ 392 POWC5

\\

K114 Pi > MLt F IW.3 KittIS IE Km O!L Iltti Pets 5tet 15 7N PS1 8 IURIV CIL IILP IECI455 F.IICIE IKE5 KtWS at a tsee mLt y 5) Kistt5 vltu m up.t KLetig to Ig Kgjg F 2N KRIS M k 0Rr KlBilt 10 If JIWuRL F H5 KMIS TE lie el 1El P91u115 lill! MpWS i

K11g et W N6Lt F 211.9 KIKIS It [ttfattitliv Will Al IES Pllit il g.97350 IK Km I!L IILR 1EttK5515.110170 !stK5 I

i l

l l

(LtWK (4tt PW5 Nfl513 ILttK Km!E Let)(ef!D Sim (VSTMs TupatM 14[1W MEL M Lif 2.?56 rit Cm 1.006 4KL (9LI 2 MLI KRIES IBOOK MFES 1416 M 1.000 WW14 5 6

WL W4C M MI6 1.118 KWI4 TVPE W. # 48 SIL PES 99[

E P516 (NIKIt a a mLgg partp!s 7.95 NL lepostgit !?l K6 fu pit KC II, E PCG tW

$1s CL[N M ID' fit rig M

LM 180E5 FM P

SIS 1959 0.9MI 21 4 0.511 910 1959 f.W73 1 91 1.210 916 1959 0.8MI 100 2.760 910 19E9 8.9123 IN 5.?M 900 15159 f.914 172 8.971 1

1 k

l l

utms Mit K:D 455L AllLY515 Cl IN IIM ETIETI 0.- IIMf5365

5. fels (WSIMI felldIWJ 24[1K IIM l.!N Et ElWI B.290 flIKi (8Lt 2 Mt! P 12 518III II. MOO N1E1W: N.900

$P g,g

@p ptj$

$,jpg0 (g]([I pp g$(tt (VLIEKf5 5

( 4 ( 4 161 !! N00 pli Kt 11. f5 IE.tt[W l.19e5 g!gp5aspuSi 3.mt gart p!s 7.gq50 (ffit.1181.1%!

SIL 184f( ti If5 IW fl4Ht6 SIL Mt!!*[ 75.N fitIDS I?O.E 8 fl4GV fii flLM PEiSitt F 14M5 PSI K nes a: s tier M t y Sc gptts Etu > % I EttiM 101( Kaff( F 162 N ptt5 M

• MI sta:m tg it meant y 312 ggt 5 If LM 8 ICS 80!8115 31%5 80W0i EIN s

• Mt F 162.5 Kp!!$

b f( Th Bli GLR M55tet 15 g psy 8 NtAr IIL GLM !Mtt(Si F.000118 1((5 Ktys s: a trea %[ F 255 K ptts ETE a Et Etaim to f( KuN y m gptts M E MI KLs1M 16 it Reg y m gigts 1( LM s: ICS 80I8115 12652 P9K5 KIIT 81 > Et F 23.7 KMIS it [t[IE8Jtity stig at 165 801Ei 15 6.37666 it (> In GLn iUtr(S5 IS.IIt424 !((i l

i l

l

,,. _. _ _ _ _ _. _, _ _. _ =, _,. _

(LIV!!!

(EIE841551515D EttK KWD Lgjtst!] $tgpr (V5tMI TWa[W12/ Kit 0 IICIILL M L61 2.754 fit Cast 1.000 44[L (Ill2 Mit KW!E IIHu[

M i[I WIE M 1.III 18 TIE 4 q

IIL WWC WOIW!E 1.110 Kui4 Iwt M.1914 91L MS$uK 5 8516

[41(El p M UIELD

$*1 Ola 7.9%

f!L ID8tNigIt 179 KiIM Mit KC 11. E

=

tw

. ctuf M.

iit w fat LDS

!a[45 FM GPII 1 % 71 8.9MI 211 0.51 1 900 1471 0.8671 1 91 1.251 900 1 % 71 6.tMI lie 2.42 i

900 1 % 71 8.9123 IN 5.21 2 900 1 % 71 1.01 9 172 8.m l

l i

i

I arwit Mit E 513 Nilut DeLYSIS 81 918 Ipn Ef!EE O.- 11IEf5M5 r

a 1

5188lI8 3

1 (551 pts famqvil 24TN IIE 6.1250 Et gilut 91.2g6 l

MINL Cat 1 i(Vit! P !! Sigrt it.gpo mi glat 3.gge DF 0 IB CDP 8 118 0.Hp0 MI(It a P E36 Lit (VLIE85 5 C4 (4 Lit 23.IIIC Init 1(( II, f5 IRC.tt!# 6.IPS WK850stvuSi 1.2934 9ert gle 7.9 50 fffIC. Liu 1.1561 WL INIff 9)

M WV tl)364-K6 NLfES9M M.N WL 119 IM.90 8 Wlv fli OLP MI55t#I F 16465 PSI KtW591atses m t F 170 g;st[5 Ulth > as.t natl ( Il f( KNIE F 162 KIE[5 et a m[ stistig to tg M F 352 Kpits TE iM 511815 Mitt 15 345'i PtWO3 Kils si eh 4GLt F 163.1 MMIS It E m IIi OLn Pets 5ist 15 7954 PSI 8 MJEV f!L flLM 181CM55 F.K(ll5 lut(5 Kry;at5(sea % t F 13 Kpits gIts a arg[ Etstig IgIg K sJg F 211 gytt; et > prgt Elstig tp f( Ntm F 226 K W [5 IE tW 81 IES N!st IS 9577 Mp05 EllE 81 fu RELI F 2N.9 KEIS TE Itttulff t!!v Will fi TES M!st 15 8.97653 It Em 81L IILM IrltM55 IS.Ht!38 lut($

1 l

(LIVll[

DEIE Petl 015151]

EIIE EB13 LEIC811] 513 CEI80 (IRLitM 2/9018 IKR1116 L61 2.750 fik CGI 1.NI MECL CILI 2 CYCLE EMIE IIIIK MS-E6 1516 M 1.M WMEE io I!L IIE M WlE I.M RelE IWC M. I MII SIL PE55dC 5 P516 (EIED R R MLD 9III III 7.995 SIL IDPCNilEC 179 E6 fM Mit Et E. E SPCCI LIE III CLIM M IDF IIL fLW IPM LM IKE5 fas yn 100 15317 1.IH4 at 1.91 911 15317 0.1873 191 1.33 910 15317 8.10 4 100 2.45 910 15117 8.8123 IN 5.nl 900 15117 1.01 4 1 72 8.95 i

ELIWi[

DEIE EW13 NEML RELV515 5 MI R EftEEE C 18185116 r

so LE LEI'J tv5fMt IIIMik! 2/Ello Mt I.1250 Et E16N1 N.2R MEL CEI 2 (YCLI W 12 511EI II.MO

' W1 EXIE E.110 W

I 10 (BF Mill I.IIH DE!Ett R R EELII (Ytle[t5 1 C4 CA L61 21.1110 E!!

KI B,15 IAD.tLIN IIMS WEIS0Etyus) 3.21H SE1 III 1.1050 ITTII. LIN 1.1E3 El EW[( 1) 56 Wu (4)166-El ELMI55Wt E.R IIL IDF 111. 5 Ilupe IIL Fltri PIC55Mt F 15823 PS!

KCWS II I [IM MGLI E 170 Mit[I5 U!1h t Mit ELIlit II IE ENIE F 167 Kit [I5 M k MLI ELillK 10 IE JIER F E7 Kit ((5 IE LW 11105 NIE 15 EN! Nue5 EllE Il 4 NGLI N 161.6 KittI5 i

14 Em I!L flLM PE55 tat 15 NH f51 Is I NElkr, Olt Illn INI[tESS F.0001E LEES KIWS 11 I(IM WGLI E 16 KERCIS V11N h MLI ICLIllt il IE KNIE F 221 Kit [IS E h MLI ELIIIK 10 IE JIRR II 215 Mit((5 IE LM II INIS Mlli 15 11217 PENIS E!!E II E RELI E 231.2 EIE[5 IE It[Itil!CllY Mill 81 INIS MIul 15 1.5m2 IE Em IIL flLH INICIE5515.IIC268 IEE5 9

I

_m out ses ensl3 tHE EE3 teltIll3 51m tu51gG flIR4[M 24(IN ISILL NE L61 2.751 FLW CW I.III 151 CRI 2 (Vtt!

ERIE IIIIE 161-E8 Igin M 1.III WW!E E El EE M 1816 1 EI u

KRIE IWC 5.J min I!L PES $W[

E F516

[E!EIt In WEtti ildf1Ill 7.916 IIL 10MMlW[ 170 K6 fat uit Et 11,15 9 PEG LW El CLIN N6 IDF I!L fit R

LE LEES TM IPM SII 1959 1.IMI 214 I 512 9N 1959 1.1173 191 1.211 9II 1959 I.IMI III 2.761 911 1951 I.M23 IN 5.2M i

SII 1959 1.0111 172 1.973 i

i

mu.s D61E KN13 JIEML belly 115 41 III NR Kf!Eut! O IEEE5 n )mia

~

CI51NI IETIM 24110 INC 1.1254 KI K!M 91.2 5 WCL R12 (YtLI IP 12 511III 10.5 I0 51 Kllul B.910 Of 8 10 (3r 10110 0.150

[EIEtt R R NELII Mle[t5 4 (A C4 til 23.IIIC NTI KC31.15 IIB.tLIN 0.Bil Illt950tC@ 1.2911 9E1 IIA 7.1950 (TT[C. Liu 1.1W1 I!LIne((1).

m BU (1)M0-K5 EL PK55stt E 10 Blt IDF 171.10 8 MXIM I!L IILM Pt[isdI K lilii PSI KCW5 H R [tes MLt K 2E KitCIS Ul!N h MI KLI!!U[ 10 TE KNINC K 162 KifCIS M k R$t[ KLRt!st 10 lu[ JIWWL K 252 Kit [(5 it LIE A1 lull MIC 15 31%5 Posts KilE R1 D MI K 162.5 KitCIS t

IC Eh Clt f!LM Pfl55RI 15 75I6 PSI

\\

I f00mr. IIL I!Lfl1HIttE55 K.I00114 LEES KIuts 11 a Ctmu t@.I K 5 Kit ((5 slik k h5LI KLR11UE 10 lE KNIE K 232 KiKIS M k A6LI KLA11UC 10 IW JI@WL K 157 KitIIS 11 LIRD A1105 MIC !$ 12652 POsC5 Kl!N6 R13 Mit K 220.7 KiKI5 It ICtfulllt!!Y 19110 R1105 MIti 15 0.9?u5 14 Eh OIL Illn IECIE5515.110421 IE(5

(Livilt (EIE PA!S NE513 x,

SLIIE EE3 LEICRI!J $1m C35;MI IIILTI M 2 4 s IEIEL M L51 2.51 fit (W l.III RIEL CEI 2 CYCLI EEE IIIIE MG45 MIE M 1.100 MILIE 5 a

NI SE M RIE 1.5 KEE Mt

5. #IILII IIL PESSW[

E PSIG EEIED R R NECf 91t! BIA 7.95 NL 10fDITE 13 K6 fM Nft EC 31. E l.

UCID LN NA (Ltm m IDF NL fit M

La5 IMS TM 9R IIC 1557 I.IMI 21 1 1.511

- s M

1 % 57 I N73 1 91 1.2m 100 1 % 57 I.IMI III 2.M2 SIC 1 % 57

1. 2 23 IN 5.21 2

. e SIC 1 % 57 I.E4 1 72 I.m

..,e3 9

5 t.

l3 l

'M-w l %"n w

.j O

t A

/

m

,_p-y--.,..,

.x

,-,.,ym

--w

-m----

uma ruin tt:IC (LIMI[

DEIE KE3 JERE MYE$ If WI R EftEE O.- 153555 1~:

9.J EE 1

(35fME fM4tM 2/E1N M 8.1250 Et EIN W.250 mi (El 2 tYtLI E 12 $18EI 10.NIC 51 Elm 5.5 pr I.N (W Mf!I 8.W0 051El A R ECI ftLIN[IS i C4 (A L8I 23.5 00 Wit Et B, E W.CLIE I.0019 ESCISOEDE 3.2534 9Afl 818 7.950

[ff!I. Lis 1.1563 I!L M( 1)

El 2 (I)Effi NL PES 9Rf 5.5 NL 10f lit.E AluuGM III fiLR PES 9tf F 16121 PSI KCWS Gi A CIM Et E 350 EstCIS lf!!R h SEL! EllllE 181E E5;E F 162 EEIIS to k ML[ ELAI!K 10 IE 2 BEL F 172 ENI(5 TE LIE li ICS Niul 15 litil Pop 03 K115 Si D BEL [ K 163.1 Est[IS IE Et III f!LM PE55 DEI !$ 7533 P5]

I MIES UL IILM ICM55 or.00c;15 IWS KCW311 R Cast tELI F 113 EGlI[5 Ein h 26Lt EiA11E il 11 NEE F 211 K N((5 BC 2 BELI ELATIE If IE JENL F 4 EitIIS IE LIE II 1Ei NIN1 !$ lui6 Nets Ki!E R1 h 86LI F 229.7 Est[IS IE ICttullittiv Hill 111ES N!ul 15 9M57 IE Em EL IILM TEKi$ IS.E115 JEES

bt& NIL

[E!E PEIS Ilf!$12 RftE K~.13 LEICAll] Sim

(

fvSINt fEfim!! G4[

8K R L R$ LGI 3.250 (La(gr t.gge filEl (El 2 DLCI EMIE Ef00UC 50-Ei NB16 M 1.M ItM E E IIL DE M MIE 1.M i3 KNIE IVPC N.JMIR 81L Pt[55EC E F515 CE!ED R R IIELII SNRIlIII

?.915 GILIDP(MIWC !?g KG (M pi[

3 3, g l

$PID LW IIA CLIE IDE IDF IIL fit M

LIS IEE5 fM GPn 918 12961 8.0HI 221 0.964 910 12061 8.N73 1%

1.1 11 100 12061 0.0091 IM 2.59 lII 12061 f.8123 1 76 4.907 900 12061 0.0198 172 7.%I

(

i L

i

RIKif

[EIE KE13 JMK anv5!S Q QR EfDDEI O.11290605

{

m N./ els CUSTMI flII4flIII (MI M I.III0 Et E!MI I IID WL CRI 2 DLE F 12 STW[

I.IIIC N1 EIMI 1.5 If I.N CN Mf!I 3.1100

[EIEt n e II6lft CYLI4[t1 I CA CA L61 23.1000 IIII E E,16 IE.afN 1.1899 UIKISOEDuD 3.lN7 9er! III 7.950 fffit. Liu 1.9161 I!L IIE( 1)

If6 IIU (I)368-K6 IIL PES 5aC 35.5 i

IIL IDF IN.ID I MIXIM Ill flUt Pff55Uff f 975 PSI KCWS If I Itk MLt K 350 K6tIIS UIIN k IM6Lt KLITIE II IE KEIN6 K 151 K6EIS M h MLIELIllE10IEJIutWLIr 169 KEE[5 It LR If INIS POINT 15 30916 P0ut5 Kiln 6 II k IM6LI K 160.1 KREIS IE Em IIL FILM Ptf550tf 15 G7 PSI I MINIM OIL flut INICIE55 or.000223 IEE5 KCuts 11 I Cik MSLC or 182 K6t[IS WITN A IM6LI IILITIU[ 10 IE KNIN6 K 190 K6tII5 M h M LI ELITIE 10 in J0WNIL F I K6EIS IE LM If INIS POINT 15 10334 P0um5 KIZE II 2 26LI Ir 175.7 KSEIS IE IttINitICllY Mill 11 INIS PDIN115 1.%945 IE Ek IIL flu! INICIESS IS.000518 IEE5

APPEMcIX B JOURNAL ORBIT PLOTS FOR THE CONNECTING R00 BEARINGS AND FOR MAIN BEARING l-13.

-B1-i

CON ROD G.OADED) 900 rpm /35 ps1/170'F 135 180 t

90 45 225 >~~

270

/s' s's

's i

3200

/

i

\\

1. i n.

/

\\

/

\\

/

\\

/

\\

/

\\

/

\\

/

\\

l

\\

l

\\

l

\\

l 1

i I

I I

g

.......+....................................y.............................

....p.......

t 1

I I

\\

I

\\

I

\\

I

\\

/

\\

i 315

\\

/

\\

/

\\

/

\\

4

/

\\

/

\\

i

/

N i

[/

N's

' '/

1 Ns%

%~~~~ - -

0 9

t l

l 1

ea c--

___-w._,,-.,,,,,,n,,-------,-.-r-

CON ROD (NO LDAO) 900 r pm/35 pet /170'F 180 135 j

225 0

--I

-/

270 s

/s',

s'sN

/

i N

3200 s

/

\\

1. i n.

/

N

/

\\

/

\\

90 /

\\

\\

/

\\

/

\\

/

\\

l

\\

l

\\

l 1

(

l I

i I

...g...

t I

\\

I

\\

I

\\

I

\\

/

\\

/

\\

/

\\

/

\\

/

\\

/

\\

/

N

/

\\

/

N

/

NN

'/

s

', 'e'e N

I s% %'

UPPER MAIN 1 (LDADED) 900 r pm/35 psi /17D*F

/,-,, - +

s~,s'

.i N

2200

/

e N

/

s

1. i n.

/

\\

/

\\

\\

/

/

\\

/

\\

/

\\

/

g l

\\

l

\\

, e I

\\

i 1

1 I

.......I...

I 315 i

...........................................................)I.......

i i

1 I

\\

1 1

I

\\

I

\\

/

\\

\\

/

\\

/

\\

/

/

\\

/

\\

/

s

/

s

/

s e

N s

0 s's_,

.g go 270 i

135 225 l:

180 45 7

UPPER MAIN 2 (LOADED) 900 r pm/35 ps1/170*F f,,-.,-~~

/,p j

s'N 2200 s

/

/

f

\\

1. 1 Tl.

/

/

s N

/

/

\\

\\

/

g I

g

/

i 90 i

I 1

l

\\

I

)

I j....................................:........

.......j.....,

I l

I I

\\

I

\\

I

\\

I

\\

\\

/

/

\\

/

\\

/

\\

/

\\

/

\\

/

/

/

N

/

l 0

' '/

's'

~ +

315

-M; 45 j

135 270 180 t

225

.,...,-yw-_._.

.,_,.,-_.m

UPPER MAIN 3 (LOADED) 900 rpm /35 psi /170*F

/s,-,--

'sN

\\s 2200

/-

\\

1. i n.

/

N

/

\\

/

s

/

s

/

g

/

g

/

\\

/

s t

\\

I 1

i 1

I 1

I

.......j...................................3...................................

t i

I

\\

I

\\

I

\\

I

\\

/

\\

i s

/

\\

/

\\

/

/

s 225 i'

\\

/

N

/

i I

90 s

i

/'

N N

. :r s

-n 45 j

270 i

135 0

315 180 l

---.-------,,-ew.,--------.%4

-,-.i.3,

,-ww-

--,---,--er----.w--.%-y,_

yy

,---.----m--,

,-i-,-+-+-m---w,

?,

UPPER MAIN 4 (LDADED) 900 rpm /35 ps1/170'F

/,

- 4 ~ ~ _

s~,s' N j

2200

/

/

/

1. 1m

/

/

/

s

/

s

/

s

/

\\

/

\\

t

\\

l

\\

f

\\

I 1

l

\\

i

.......j....................................,*...................................j.......

i t

I t

i

\\

II

\\

\\

I

\\

/

\\

/

\\

/

/

/

s

/

s

/

135 s

/

/

\\

i

/

180 i

/

N s' ~~

-.. M..+, , / -

90 45 j

O 315 225 270 0

11 O

M6

l UPPER MAIN 5 (LDADED) 900 rpe/35 pe1/170'F f

/,,/,,,

-q

~,

5 j

2200

/

/

i

\\

1. i n.

/

s

/

\\

/

/

\\

\\

/

\\

/

\\

/

)

)

I f

\\

)

f 1

I

.......................................................................j.

i i

I L

I

\\

i 270

\\

I

\\

I

/

\\

/

\\

/

\\

/

\\

/

\\

i.

/

i

/

180

\\s i

/

s s 135

%'-4i 225

' 315 t

0 90 i

45 i

(

I i

l l

l

i UPPER MAIN 6 G.OADED) 900 rps/35 pe1/170'F

- + ~ ~.,~N

/

\\s 2200

/

N

/

i N

• i n.

i

/

\\

/

s

/

i

\\

i

\\

/

/

i

\\

i l

I I

I

.......j....................................j...................................

1 i

i 1

l'

\\

g f

\\

1

\\

i

/

1 i

45 j

i

/

s

/

l

/

270 l

mu.-

225 315 i

0 i

180 135 l

i k

---

,~e,,--_,,,

m--

_,_.-a.,--,.,,.--w

.._n,,-,w,.,,

wg

,y-wewn,,-_.,,,--..,.,---,,,-.

,m,,-,__-

UPPER MAIN 7 G.0ADED) 900 rpm /35 ps1/170*F

/p, -M~'~s,N i

/

j

\\

2200

/

i Ts

1. i n.

/

s

/

\\

/

/

\\

/

\\

i I

i t

t i

1 l

i i

l i

o g

\\

\\

i

,o s

k 3

/

45 i

/,s N

.._4=s

"/,/

s 270 225 315 i

180 90 135 8

l

.___._------~---,,_,,,,_,v-----ww- - ' - ' ~ ' ~

LPPER MAIN 8 R.0ADED) 900 rpm /35 pe1/170'F

'p---p e'

p N

s ss

.i N

s s

2200

/

F i n.

/

/

s

/

s

\\

i i

/

i 0

i I

1 i

.i

)'

l I

I l

/

/

/

/

/

i

/

270 s

/'

N l

s 225

P ".

315 i

45 180 90 135 i

__-.. - - - - - - - - ~ ~ -

__,,,,_e.--w

' " - " " " " ~ * *

• UPPER MAIN 9 (LOADED) 900 rpm /35 ps1/170*F f,,-

3. ~~~,

%g p

/,/

,i 2200 sN i

e in.

/

/

/

/

/

i

/

/

4 i

I t

i

}

\\

)

/

\\

/

\\

/

135 O

~

I

/'

s

/

N

• ...a -

315 90 45 270 190 225 F

l

UPPER MAIN 10 G.0ADED) 900 rpm /35 pel/170*F f --

s

/s s

s\\h 2200

,e/

a i n.

i' i::

I i

\\

f I

4'....................................................................

j a

i 90 i

45

\\

I i

/

i l

/

/

/

I

-.i..

/

0 315 180 135 270

.6 m&

,,.-,--,,.-.-.,,..,_.---,----,.----..,----..,...--.---.-...-,-----.._-.-.-,_-,--,--.-.n.

-,.--,,,._-_n_.---n--_..

a.

1 1

UPPER MAIN 31 G.0ADEO) 900 rpm /35 pei/170*F p#

E

% g~,s

/'

2200

/

/

j M i n.

/

i

/

/

/

180 1

/

/

i 90 i

/

/

~

45

" " 'i-'J" 135 225 0

270 315 1

l l

LPPER MAIN 12 G.DADED) 900 rpm /35 pel/170*F 1

7 I

/,/

N j

2200

/

j

1. i n.

/

/

/

/

i

/

I

............................................g.........,,,,,,,,,,,,,,,,,,,,,,,,,, i 4

i 315 180 4

u

/s 135 225 l

270

.l 90

• 45 0

I l

1 l

--r--,,

UPPER MAIN 13 (LDADED W/ SPIRAL BEVEL GEAR) 0 4

000 rps/35 pei/170 F 1

i s~,s e,

/e',

i.

sNs 2200 s

/

s Fin.

/

/

s

/

s

/

s i

/

\\

/

\\

/

\\

/

s y

I i

\\

l t

j t

\\

i 1

/

\\

\\

/

315

\\

/

\\

/

\\

/

s

/

\\

i

/

s s

/

i' N

/

N

/

s N

270

~~~ :.:4.5 I

45 1

225 i

l o

180 135 go 3.25' B.L.

l i

---

.-en-e,-~w,.

a

--w ww,

vves-m--,,-.--,s-~~w--.,.wm-,,r-,---,-,------m,m,y

- v n, e

-e n

-~<

O APPENDIX C MINIMUM OIL FILM FREQUENCY-INTENSITY PLOTS FOR THE CONNECTING R00 AND MAIN BEARINGS.

-Cl-

4 4

CON ROD (LOADED) l 900 rpm /35 pei/170 F 2E+04 i

i p.

~

i us 6

1 Z

w, 4

1 u

{

Z El 1E+04 1

0 4

ks g,a i

E u.

1 us w

3

_a w

E OE+00

^

^

0 60 120 180 240 300 360 r

BEARING ANGLE 9

l l

E E

E E

E E

E E

E 5

5 E

E E

E 4

g m

O M

~

N o

W d

O O

< b O "

z<

d )

O m o i

k, Z

1 W

p e

D M h

O N g E m

Q.

bU O l

0 Q

G m

m A

A A

a a

a a

M M

o O

O Q

+

+

+

h A1ISN31NI-A3N3003H:1 3AI1V738

I I

T I

I E

W I

W O

4N Og J

<b" O

d5 8o 1

2

=

th g

m tg

\\

E k

X

=

O O

O N

G a

O

. O A

10 w

c O

o O

+

+

+

A11SN31NI-A3N3nO3W3 3AI1Y13W

r E

I E

E E

E E

I E

n W

n g

N 8 d.

W c.

g

<t Ss 8

R.

-E

~

-=

2, $

,, \\

<E

= '

fC 88 k

4 g

D d

a A

A A

A 8

3 8

+

+

+

W W

W m

in O

A11SN31NI-A3N3nO3Hd 3AI1Y138 e 6 48

,5 e

W W

W F

W F

F W

ED e

E e

m N

T.

s u.

w bOt

<0 d

O

~

E

~

t m

2 g

W N

m 4 L x

c '

O 8

f O

. e A

A A

a I

a a

A Q

l

+

+

+

i A11SN31NI-ADN3nD3W3 3A!1V13W em

{

8 i

l k

i UPPER MhlN 4 (LOADED)

-900 rpm /35 pe1/170*F l

1 I

~

H E

1E+05 1

w

.i H

.z.

i E

u z

w o

O wa u.

W SE+04 i

4 M

n

(

J i

w e

i l

l OE+00

^

^

O 60 120 180 240 300 360 BEARING ANGLE i

i I

i i

I

0 M

6 3

^

^

00 3

0 4

2 Bl,

)O F E

E *0 L

DA 7 G

O 1 N

L /

A 9

0

(

1 e

8 G

5 p 1

N I

N 5 R

I 3 A

A /

E M m B

p R r EP 0 P 0 0

U 9 2

1 e

n e

0 6

^

^

0 5

4 6

0 0

+

+

E E

E 1

S O

D EwWz UzwaCwESL w>wt4Jwa

. I>

c I

Iii ijJltllI{

i

'I

1 si 1

i

I.!iji.

c, g

?

y q

\\

O

~

O a

'}

o-ap p

W

~

O O

<Q E

S d.

8o w

- z g

I e

m i

g$

D z

s e

{

i z

m '

O N

m l

I f

i I

g g

8 3

8

+

+

+

W W

m l

A1ISN31NI-A3N3nO3W3 3AI1V738 l

a

~

s w

J

+a 8

W W

g F

W W

W g

y v

v v

1 h

4 4

m 4

O 4

N 4

O

@OO

-.I O

b.

2

<U O *-

Q<

N L

-E 3

b w

g E

3 I

2 M 4

4 QN W

(D

= 1.

L

'O O

O N

0)

O 80 4

4 a

a a

a a

a a

a a

8 a

8

+

+

+

A11SN31NI-A3N3nO383 3AI1V M

0 s

3 00 3

0 4

2 j

)D F E

E D 0 L

A 7 G

N 1

OL /

A 0

(

le 0 G i

1 N

B p I

N 5 R

3 A

IA /

E M m B

p R

r E

0 0

P i

P 0 2

U 9 1

s 0

' 6 0

5 4

0 0

0 0

+

+

+

E E

E 1

S D

> - -E >zmI>N WOwEt

. W>M><J.WE a

,1i I1!

'i g

l.

Ilii i i

i 0

G 6

3 0

0 3

0 i

42 j

)

F r

O E

E 0 L

D G

7

1. p.

A N

1 O /

A L

0 l

(

0 G e

1 N

p 9

I N 3 R

5 A

I

/

E A

B m

M p

R r

E 0

P 0 0

P 9 2

U 1

0

. 6 0

5 4

0 0

+

+

E E

1 5

Zwl>-

g WEL w>Ms a

s l

i

!iI:

l1l4.}1l iilII i

a

-a 4----

em,,.

.a 2e h

l E

I T

W g

W W

y 3

4 4

O k

4 m

O M

~

N A

l i

W

<k O -

i dN

~

O k

m o

O Z

E-s xL m

E 8 O

G m

p 4

m G

O ID D

e E

n s

If1 4

O O

+

+

+

5 W

8.

A11SN31NI-A3N3nO38.4 3AI1V13W

4 1

UPPER MAIN 11 (LDADEO) 900 rpm /35 pei/170*F p

1 p

w l

E 1E+05 l

W W

Z I>

i U

Wa i

O W

g La.

W SE+04 wW k

FrF T

l OE+00 l

0 60 120 180 240 300 300 BEARING ANGLE t

4

i 4

UPPER MAIN 12 (LOADED) 900 rpm /35 pe1/170'F l

i I

G p

4 1

1E+05 Z

M l

=

4 5

Ik:

E W

5E+04 wb 4:

l 4

DE+00

^

^

^

J i

0 SO 120 180 240 300 360 i

l BEARING ANGLE J

l t

l

1 UPPER MAIN 13 (LOADED W/ SPIRAL BEVEL GEAR) 0 900 r pm/35 pe1/170 F i

r 3

l 4

P-w E

1E+05 W

z w

I i

i o

z w

3 0w a

ta.

w 5E+04 H

I b

4 i

w

=

l I

I DE+00 0

60 120 180 240 300 360 i

BEARING ANGLE 3.25" 9.L.

m x-M-

--n n

+

h APPEWII O ADDITIONAL ANALYSIS ON MAIN BEARING 13 TO EVALUATE EFFECTS A REDUCED EFFECTIVE BEARING LENGTH AND (2) REMOVED OIL GROOVE.

i l

-DI-i o

av, mmw wr

--ve,-

.-w.,,.

,n,-w--w.-,

m,,a-

,-,-v--

wr---o,-

.w

--~-

Mit DEIE PE!5 NIISIR EIEE EE!E LEICB115 51Wf (151MI IINVE181104!

IERIB6L51 M ftW CNI 1.III IEEL tRI 2 ME EN!EWWE MI-El WIIS M 1.5 pt!E M NL IIK M IElf5 1.110 ENIE 1YPC E.13 EI' EL PK55GE 35 PS!$

(EIECI nnIILEI SMAr! 01A 7.995 I!L IDFtHIEC 171 KiIM MII 195 01 11, 16 SP((O LIE III REN R$ IDF IIL ILRl Iffl LIS IKES IN IP!!

900 12161 I NHI 202 1.651 900 12161 I 5 73 IM 1.7?6 900 12161 1.0198 IN 3.991 9II 12161 1.1123 1 72 7. 71 3 900

!?I61 1.I:41

!?I 13.213 e,-

w

DE!E 7915 III!51B RIVlif (EIE KEIE JIWE ERYS!$ II 9II a Ef!MI 5.133686077

5. IIEls Cr3tKt fullf1N!! [8/ft NIC I.1110 I[(EliNI I.000 El CKi 2 DLCI F 12 5fINI I. AID NT Eliff 0.I00 DF IN CSF MIII I.IIII

[EIE[t anIILKr DLIM[t5 I CA C4 LSI 23.1110 MTI MCN II, N 15.CLIII I.1099 Il5CISOEDHD 3.W93 Sufi III 7.9950

[ffit. LIN 0 7113 IIL GIMO O Ir5 Stu @360-Mi I!L N(55Et 35.N IIL IDF 171.10 I MIXIM OIL fitn MIS $Utf F R138 PS!

KCur511 R Cthi MELI Ir 358 KSICIS WIfu a Mtf KLMIWC 10 IE Km!E F 159 Kif[IS M k 26LI KtHIE II TE JoutR Br 161 KEEEIS IE LW If INIS NINT 15 2565 PDJc5 IC1!E It b MLI N 156.0 K6 TEE 5 it Ek OIL fitM NI55Utf !$ 12252 PSI l

I I RIEM OIt fitjiIMICrESS F.30012 IEE5 l

KEWS 11 I CIAE N6LI F 169 K6KI5 vitu a mitt tttir!< ro rE Kels Ir 1:1 KsetIS M M h6Li KLHIE II IE JIER If 12 KSKIS l

IE LW 11 it! NIsi !$ !!217 70025 K!!aiII k 26LI F 172.3 Mif[IS IE ((CCHt!CllY MII0 M 1RIS PCIII 15 I W113 IE Ek OIL f!LM IMCI(5515 0002!9 IEES

UPPER MAIN 13 0 0ADED W/ SPIRAL BEVEL GEAR) 4 000 r ps/35 pei/170 F p/

,e ss

/,/

N 2200 i

i

\\

/* 1 n.

/

A

/

\\

i

\\

i

/

\\

/

\\

/

\\

/

\\

l

\\

l 1

l I

i l

i 1

\\

I

\\

I

\\

I

\\

i 270

\\

g

\\

i

/

315

/

\\

/

\\

/

\\

/

Ng

/

s N

s N

g/

N s.w.a s i

45 225 0

I 135 90 180 2.00" B.L.

0

~

a 6

3 L

0 0

8 3

0

)

0 R

A 2

E G

LE 0

V 4

i E

2 B

L A F R*

E I 0 L

P 7 G

S 1 N

/ /

A W

t 0

o 8

G O p 1

N E

I D 5 R

A 3 A

O /

E L m B

(

p

-r 31 00 0

N9 2

1 I

A M

RE P

PU 0

' 6

'0 5

4 0

0 0

0

+

+

+

E E

E 1

5 D

HM EwszwI>oz wEu. W>mb<J.wE 4

I:

I l!

.I i<

i!:

l

il{!,

IIiIj

,,I.il lll

CL[Ulf!

DEIE M15 Ilf! SIN RIII ENIE LEICBI!W $fW CEfKI f E fiWIIIl#I MRt NS Ll! l 2 W !

ILW (W I.m MIEL ml 2 ME ENIE WIM 36046 Mil 5 M 1.110 MW15 W El IIIK M MIE 1.m ENIE IW[ 5.13 MIA I!L PE55st E PSI 6 CE!ED R R UILEI 90t1 O!I 7.195 III IDPCH!WI !?O E6 IN NTI stN II, E SPCID LW III CLIN N6IDF fit ItW M

LE IKES fM EPn 900 12161 1.104I 211 0.103 911) 12161 1.0073 1 91 1.121 910 12161 1.1091 110 2.229 900 12161 1.1123

!?1 1.211 900 12061 0.0111 172 7.352 l

I

l l

[E!E PE!S I!f!518 CLttIT[

(E1E ERIE JINIIL AILY515 E 918 R ETDDEI N. !!DIl8D

5. Il at CNSIKI fARR/KINII [0/f! IEC 1.IIII EtKIRI S.m i

m[L CILI 2 (YtCI F 12 SIIGE I.IIIe Nr Killi! 8.m 3r 8.10 CW N!!0 f.NR DE!ED R R EB (YllettS I C/t C/L til II.IIM Mit WCI 18,16 IRC.CLCR O 0099 515C85090115) 32931 9III IIA 7.9950 (TTIC. Liu 2.1000 IIL IEEE( i)

M m (I)MD-El IIt Pt[55utt 35.E SIL TDr 171.10 I RRxte 0!L f!LP Pt[55121 f 1213I F51 KCWS II R !!=s AMELE E 350 KEEIS U!IN D AM6LI ELATIE 10 ft KNIE F 159 NGICIS AND h MLI ELA!!K 10 TK J0WWL F 169 KEECIS IK L9t: Ai IRIS MIII 15 309M Pope 5 KilNi RI k AMili If 160.0 Kifft5 IE Ek OIL I!W PtC55W[ 15 5505 PSI A RIR12 Olt flLE IK!CitSS E.IIG2D IEES RCWS AT A CfM mELE If !E KGl[f5 E!!N 2 h6LI KLl!!K 10 TE KNIE E 192 Kil[Il l

M k AN6LI KLII!K 10 it joutWL F 6 KilE5 l

IE LIE 11 INIS POIII Il 10110 7IW05 EllE RI 2 DELI E 176.6 EWEIS THE ((C[R!IICIIY 99110 RT lull Mill IS O.94153 IE Ek Clt fitn Ihltt(5515 00E23 IE15

UPPER MAIN 13 G.DADED W/ SPIRAL BEVEL GEAR) 900 r pm/35 pet /170 F NO GROOVE

,,'s e's/

s j

2200

/<

l.

g N n.

g

/

/

\\

\\

/

\\

/

\\

/

)

t 1

I N

h b

\\

g

/

\\

i

\\

i

/

s

/

\\

I

/

'N

/

i.

/

1 a

~~

270 225

!l 45 90 100 135 0

2.00" 8.L.

l

- _ _ _ _ _ _