Crankshafts CSLs Chris Dunford enlightens on purpose, design and typical problems. Pages 1 & 2.

Issue 2

November 2011

Whats New The CSL team look at some of the latest developments and news from within the marine sector. Pages 3 5.

Welcome - CSLs Robert Volante introduces the second edition of Technical Focus, CSLs latest knowledge sharing bulletin. Page 3.

Crankshaft purpose, design and modes of failure We continue to receive a number of crankshaft damage surveys as part of our normal monthly workload. In this issue we look at crankshaft construction, operation and reasons for failure. Internal combustion engines convert the power of a controlled explosion into a reciprocating motion. This is used to rotate a crankshaft which converts the reciprocating motion into a rotary motion. The crankshaft effectively absorbs forces from the explosion, transmits energy to the engine flywheel, which transfers energy to a shaft connected to the driven machinery. Crankshafts have altered very little in their basic design since the very first steam reciprocating engines were put into ships during the nineteenth century. What has changed is the material and level of design and engineering to ensure a crankshaft can cope with the high powers and speeds required by modern day marine diesel engines. Crankshafts are the very heart of the engine. They need to be rigid, with high torsional strength, be able to withstand forces and, without compromise, need to be compact.

A crankshaft components; 1.

has

three

main

A crank pin journal or big end (the running surface of the shaft) which receives the energy produced by the controlled explosion within the engine. A main journal which carries the crankshaft within the main bearings. The crank webs, which connect the two journals together.

The crankshaft also carries lubricating oil to the crank pin journals, crossheads, top end bearings and pistons. This involves complex and highly polished oil passages through the crankshaft without reducing rigidity or strength, or causing areas of high stress. There are four main types of modern day crankshaft: 1. Built crankshafts where the crank pin journal, main journal and crank webs are all manufactured separately and then fitted together by shrink fitting and relying on friction to prevent slippage. Semi-built crankshafts where webs and main journals and/or crank webs and crank pin journals are forged as 1 piece and then shrunk fit together. These methods are essential in large engines as it is impossible to build a very large crankshaft from one piece of metal. Welded crankshafts which were patented by MAN-B&W. These consist of a web, a half main journal and half crank pin journal which are welded together.
1

2.

3.

The crank pin as shown in the photo below rotates in a plane or circle outside of the main journal (blue arrow). This allows for the stroke of the reciprocating part of the engine.
Rotationalplaneof crankpinaroundmain journal

2.
Mainjournal

3.
Crankpinsorsometimes knownasBigends

Crankwebs

4.

On smaller engines fully forged crankshaft constructed from one piece of metal are used.

3.

Cracking of the crankshaft.

6.

Bearing misalignment, which can be detected early with proper crankshaft deflection measurement. Design faults, a common problem as more licences are passed out to new shipyards. Incorrect or blatent ignorance of material compositions or poor manufacture of crankshaft can lead to early failure. Overloading of engine. For propulsion machinery, grounding, and/or fouling of the propeller.

Crankshaft journals (being running surfaces) are hardened. The hardness layer is thin and is essential to prevent wear to the crankshaft itself; the hardness level has manufacturers recommended limitations for polishing and machining. A journal with defects beyond the hardness layer limitations will require replacement or expensive repairs. The hardness layer can also be effected by overheating, resulting in the surface becoming excessively hard. Taking all the above into consideration, it hardly seems surprising that these components, which are complex by design and receive so many varied forces are subject to failure. The most common types of failure are:

7.

Cracking of this crankshaft between the crank pin and the crank web, a potentially serious issue for further engine damage

8. 9.

So what causes these failures to happen? The most common causes for crankshaft failures are below: 1. Loss of effective lubrication. This can be due to contaminated lube oil, failed lube oil pumps, poor quality or incorrect specification lube oil. Overspeeding of engines, or long term operation in a critical or forbidden rev range. Faulty crankshaft damper or detuner, designed to remove excessive vibration from the crankshaft. Failure of proper operation can lead to excessive crankshaft vibration and fatigue. Engine power imbalance leading to fatigue failure, cyclic loading. This can be caused by poor maintenance or monitoring of engine power, or even poor quality fuel. Hydraulic locking of cylinders, flooding of cylinders with cooling water.

It is essential that crankshafts are manufactured using the correct materials. They are machined to a very high standard to avoid stress raisers leading to high areas of stress and potential points of failure. Whilst proper maintenance and inspection by ships crews can minimise failures, the reality is that as a consequence of complexity in design, engineering and variables involved in operation, crankshafts will continue to suffer failures.

1.

Damage to journal surface hardening beyond recommended limits.

2.

3.

Chris Dunford, CSL c.dunford@cslglobal.com

4.
Indents in this crank pin journal resulted in this crankshaft being condemned

2.

Bending of the crankshaft. 5.

Introduction to the second edition of Technical Focus By way of a brief introduction to this second edition of Technical Focus, I wanted to explain my role in the production of this bulletin. Apart from scripting a few words of introduction for each edition, I am part of the proof reading and technical editing team. My principal objective in this task is to understand the content; to ensure that, with my basic understanding of Maritime engineering matters, the articles make sense and, hopefully, can be understood by the widest range of readers. The conversion of hands-on technical knowledege to easily digestible narrative is a key aspect of the knowledge transfer process. Over the first two editions of Technical Focus, I have engaged many subjects that I didnt previously understand. I have also further experienced and understood the significant enhanced value of simple face to face discussion to the educational process. Based on this experience, I am proposing that CSL host a prototype Marine Engineering for Dummies knowledge day at our business administration office in Yalding, Kent, in the first Quarter of 2012. The day will be co-hosted by Chris Dunford, Goldwyn Fernandes and John Lillie and, prior to proceeding further, I am seeking feedback from interested participants. The only cost of participation would be the expense of return travel to and from Paddock Wood station in Kent.

Emission Controls for Marine Diesel Engines In this and forthcoming issues of the Technical Focus magazine we will be looking into the evolving regulations relating to air pollution from ships and the ways in which manufacturers and shipowners are complying with them. In this edition we look at the requirements: Regulations from The Marine Environment Protection Committee The Marine Environment Protection Committee (MEPC), a part of the International Maritime Organisation (IMO), is empowered to deal with matters concerned with the prevention and control of pollution from ships. The MEPC has unanimously adopted amendments to the International Convention for the Prevention of Pollution from Ships or MARPOL regulations to introduce more stringent emission standards and requirements for sulphur in ships fuel. Amendments to Annex VI or MARPOL adopted in October 2008 introduced: (1) New fuel quality requirements beginning from July 2010 Progressive reduction in sulphur oxide (SOx) emissions from ships: Reducing maximum emissions limits applicable in Sulphur Emission Control Areas (SECAs) from 01 July 2010 with a further reduction effective from 01 January 2015. Progressively reducing the global sulphur cap on emissions on a staged basis to 01 January 2020,

subject to a feasibility review to be completed no later than 2018. (2) Nitrogen oxide (NOx) emission standards for new engines. Establishment of a Tier II emission standard requiring a further 20% emission reduction from the current Tier I NOx emission level by means of combustion process optimization. The optimization parameters examined by engine manufacturers include fuel injection timing, pressure, and rate (rate shaping), fuel nozzle flow area, exhaust valve timing, and cylinder compression volume. The establishment of a Tier III standard, requiring an 80% NOx emission reduction, expected to be met through such technologies as various forms of water induction into the combustion process exhaust gas recirculation, or selective catalytic reduction. The most stringent Tier III standards will apply to ships constructed on or after 01 January 2016, operating in Emission Controlled Areas (ECAs). (3) Tier I NOx requirements for existing pre-2000 engines Tier I NOx standards become applicable to existing engines installed on ships built between 1st January 1990 to 31st December 1999, subject to cylinder displacement, rated output and availability of approved engine upgrade kits.

Robert Volante Managing Director CSL Group Limited

Emission Control Areas: MARPOL defines certain sea areas as "special areas" in which, for technical reasons relating to their oceanographical and ecological condition and to their sea traffic, the adoption of special mandatory methods for the prevention of sea pollution is required. Under the Convention, these special areas are provided with a higher level of protection than other areas of the sea. The special areas under MARPOL are the Baltic Sea, North Sea and North America. Marpol Annex VI Regulations for the Prevention of Air Pollution from Ships establishes Emission Control Areas and limits on nitrogen oxide and sulphur oxide emissions. Nitrogen oxide (NOx) Emissions (Generation of flue gases): When fossil fuels burn they produce flue gases which are composed of various noxious substances and particulate matter. The basic products of combustion are as follows: Nitrogen and oxides, Sulphur and oxides, Carbon dioxide, Carbon monoxide and water. The burning process is intense creating very high temperatures and pressures. The longer the gas remains hot, the more nitrogen is oxidised. This means that the production of nitrogen is largely engine speed dependant, which the IMO regulations recognised. More information on this and on special areas can be obtained following the link below:
http://www.imo.org/OurWork/Environme nt/PollutionPrevention/AirPollution/Pag es/Nitrogen-oxides-(NOx)-%E2%80%93Regulation-13.aspx

Methods of emissions control and compliance will be dealt with in more detail in our next issue. Goldwyn Fernandes, CSL g.fernandes@cslglobal.com

and crankcase oil (45 TBN) for a trunk piston engine. Changing between standard or high sulphur fuel and low sulphur fuel on a slow speed crosshead engine would normally require continued changing of cylinder oil TBNs. The use of lubricants with too low a TBN can lead to insufficient alkalinity levels and subsequent acid attack of running components. Using lubricants with too high a TBN level can cause engine cylinders to suffer high abrasion due to excess additive forming hard deposits. Recent developments have somewhat overcome this issue, with various oil manufacturers having developed more universal oils which can cope with the full range of fuel sulphur contents; thats not to say that every ship owner or manager is using them. The effects of slow steaming and incorrectly matched oils can lead to some of the following issues related to engine lubrication: Excessive wear rates due to acid attack or excessive additives forming abrasive particles. Excessive wear to liners as a result of burn off of liner lubrication with lower pressures acting on piston rings during slow steaming. Poor combustion at lower engine revolutions producing abnormal fouling and deposits which require washing away by cylinder/system oil. Failure to do so will lead to a build up of deposits in piston ring grooves and sticking of piston rings.
4

Evolving Engine Lubricants for Slow Steaming and Low Sulphur Fuels One of the articles in the previous edition of Technical Focus briefly dealt with the issues of slow and super slow steaming. With increasing pressure from a commercial perspective and with tightening regulations, it is all too easy to overlook the effects of slow and super slow steaming on ships engine lubrication. The commercial aspect which focuses on fuel cost savings has resulted in reduced fuel consumption while, at the same time, regulations are forcing the use of low sulphur fuel. These issues have different effects on the running of marine diesel engines and present ship owners and managers with the challenge of obtaining the most appropriate and effective lubricants. Slow steaming requires lubricants with a specific performance to maintain a good lubrication level at slow speeds, effective detergents are also vital to remove fouling deposits. Conversely low sulphur fuels require special detergents and lower total base numbers. The total base number (TBN) is a designation given to a lubricant to represent its alkalinity. Choosing the correct TBN is essential when selecting a suitable cylinder oil (50 70 TBN) and system oil (30 TBN) for a slow speed crosshead engine,

The challenge is now to develop oils which can cope with both the change in sulphur contents of fuels and also the load carrying ability and cleaning properties of the lubricant at slow speeds. Whilst the trends are not available for us to examine at this time, we would expect that over the last 3 years there will likely have been a significant increase in the number of unidentified failures in piston rings and liners due to the issues described in this article. A major manufacturer of marine lubricants has now developed a new product which is suitable for varying sulphur level fuels and, importantly, for slow steaming. It is claimed that, by using these lubricants, there is no need to change between oils when entering and leaving emission control areas (ECAs). However, as with many new products it takes time for them to come to market and it may be sometime until we see these oils readily available across the globe. For now, reliance is placed on correct procedures and procurement of the correct oils to comply with the emissions requirements applicable to the area of operation and the desired trading speed on the engine.

CSL Surveyors around the World

Name:

Contact the Team CSL would welcome your feedback regarding this edition of CSL Technical Focus, please feel free to contact the team; Chris Dunford
c.dunford@cslglobal.com

Goldwyn Fernandes
Office:

CSL London
Position:

Marine Surveyor Goldwyn is a B.E (Mech.) with a Post Graduation in Marine Engineering. He has a Class-2 (Motor, Unlimited) license and has served on board tankers, Product and VLCC, owned by Mobil and World-Wide Tankers, Singapore. He has also worked with a large variety of slow speed & medium speed engines and travelled extensively within the UK surveying, with Bureau Veritas, for 5 years. During the past year, being employed as a marine surveyor with CSL Global Ltd, he has been involved with and carried out the following surveys: Factory acceptance testing on engines and compliance with IMO-Tier II Turbocharger damage surveys Engine damage surveys Pre-purchase surveys Condition surveys Pre-loading surveys Goldwyn is in the process of completing his Diploma in Marine Surveying with the IIMS and is an affiliate member of the IMarEST.

Goldwyn Fernandes
g.fernandes@cslglobal.com

John Lillie
j.lillie@cslglobal.com

CSL Marine Casualty and Ship Survey hotline

Chris Dunford Tel: +44 (0)7738 988800 Goldwyn Fernandes Tel: +44 (0)7850 601872 surveys@cslglobal.com

Chris Dunford, CSL c.dunford@cslglobal.com