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    X Head Lubrication

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    Arun S
    The crosshead on a slow speed 2-stroke engine is difficult to lubricate effectively due to changing loads and direction each stroke. Modern engines face increased difficulties with higher powers and gas loads. Older forked crossheads used oil grooves to distribute oil through the bearing. Newer crossheads, like those in MAN B&W MC engines, use pressurized oil supplied via pipes and grooves to flush cooled oil between the bearing and pin. Sulzer RTA engines similarly supply high pressure oil but through a swinging arm to a plain lower bearing without channels.

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    X Head Lubrication

    Uploaded by

    Arun S
    285 views3 pages
    The crosshead on a slow speed 2-stroke engine is difficult to lubricate effectively due to changing loads and direction each stroke. Modern engines face increased difficulties with higher powers and gas loads. Older forked crossheads used oil grooves to distribute oil through the bearing. Newer crossheads, like those in MAN B&W MC engines, use pressurized oil supplied via pipes and grooves to flush cooled oil between the bearing and pin. Sulzer RTA engines similarly supply high pressure oil but through a swinging arm to a plain lower bearing without channels.

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    x Head Lubrication

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    x Head Lubrication

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    The crosshead on a slow speed 2-stroke engine is difficult to lubricate effectively due to changing loads and direction each stroke. Modern engines face increased difficulties with higher powers and gas loads. Older forked crossheads used oil grooves to distribute oil through the bearing. Newer crossheads, like those in MAN B&W MC engines, use pressurized oil supplied via pipes and grooves to flush cooled oil between the bearing and pin. Sulzer RTA engines similarly supply high pressure oil but through a swinging arm to a plain lower bearing without channels.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    285 views3 pages

    X Head Lubrication

    Uploaded by

    Arun S
    The crosshead on a slow speed 2-stroke engine is difficult to lubricate effectively due to changing loads and direction each stroke. Modern engines face increased difficulties with higher powers and gas loads. Older forked crossheads used oil grooves to distribute oil through the bearing. Newer crossheads, like those in MAN B&W MC engines, use pressurized oil supplied via pipes and grooves to flush cooled oil between the bearing and pin. Sulzer RTA engines similarly supply high pressure oil but through a swinging arm to a plain lower bearing without channels.

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    © All Rights Reserved
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    of 3

    Crosshead Lubrication http://www.marinediesels.co.uk/2_stroke_engine_parts/Other_info/xhea...

    Operational Information
    Crosshead Lubrication

    Other Pages The Basics The 2 Stroke Engine The 4 Stroke Engine Operation Members

    The crosshead on a slow speed 2 stroke is a difficult bearing to lubricate effectively. The
    load is continually downward and because the con rod swings about the pin, changing
    direction each stroke, true hydrodynamic lubrication cannot take place. Instead the
    lubrication starts as boundary, and as the rubbing speed increases, a hydrodynamic film
    is built up. As the rubbing speed decreases the lubrication becomes boundary once
    again.

    As engine powers and thus gas loads have increased, the difficulties with achieving effective lubrication have increased.
    Larger pin diameters have helped by increasing the linear rubbing speeds, and the continuous lower bearing has reduced
    the loading/unit area.

    The older forked type crosshead as found in earlier engines (up to the mid
    1980s) used various methods to improve the lubrication of the crosshead.
    Oil grooves in the lower bearings were used to distribute the oil. The
    grooves in some cases extended to the edge of the bearing, although with
    a reduced csa, to ensure a flow of oil through the bearing.

    THE MAN B&W MC ENGINE CROSSHEAD

    The lower half of the bearing housing is formed by the top end of the
    connecting rod. It supports the crosshead pin over its entire length, the
    piston rod being bolted to the top half of the crosshead pin through a cut
    out in the bearing top half. Oil supply to the crosshead is via a telescopic
    pipe from the main LO supply at a pressure of about 2.5 bar.

    1 of 3 07-02-2017 00:23
    Crosshead Lubrication http://www.marinediesels.co.uk/2_stroke_engine_parts/Other_info/xhea...

    Lower Bearing Shell Showing Arrangement of Grooves.

    The lower bearing shell (tin aluminium with overlay) has oil grooves with machined wedges as shown in the diagram and
    photo. The oil enters via the cut out channel in the centre. The grooves extend right to the edges of the bearing to ensure a
    flow of oil, thus cooling the bearing.

    THE SULZER RTA ENGINE CROSSHEAD

    The early RTA had a forked crosshead with the


    piston rod passing through a hole in the
    crosshead pin and secured underneath with a
    nut. Oil entered the bearing through holes in the
    shell. via a groove machined in the the lower
    bearing housing.

    Crosshead Bearing Shell - Old RTA

    The Modern RTA has a continuous


    lower bearing, the housing formed by
    the top of the conrod. Only a lower
    bearing shell is fitted, the top bearing
    housing being lined with white metal.
    Oil boosted in pressure to 10 - 12 bar is
    supplied via a swinging arm.

    The swinging arm also carries oil at


    system pressure (4 bar) for piston
    cooling.

    Con Rods - Modern RTA. Note Oil Supply Grooves in Bearing Housing.

    2 of 3 07-02-2017 00:23
    Crosshead Lubrication http://www.marinediesels.co.uk/2_stroke_engine_parts/Other_info/xhea...

    Swinging Arm (Piston and Rod Removed)

    OIL SUPPLY PRESSURE.

    A Question sometimes asked is why do Sulzer need to boost their crosshead oil supply pressure to 12 bar whilst MAN
    B&W supply oil to their crosshead at system pressure. The answer lies in the design of the bearing.

    More than 90% of the circulated oil has the sole purpose of cooling the bearings. If you study antique machines with open
    crankcases, you will see that the amount of oil for lubrication is a few drops per minute. This is enough for maintaining
    the oil film in the bearing and with an open crankcase the friction heat is removed by air-cooling. Modern engines have
    closed crankcases and a much higher bearing load - hence the need for oil cooling.

    In a main bearing, the oil is pumped into the upper shell and it will cool the upper part of the joumal. Since the shaft is
    rotating, it is cooled on all sides and because the oil film thickness is very small in the loaded part, the shaft will cool the
    loaded bearing half as well.

    A crosshead bearing is only oscillating and the lower shell is always loaded. The cooling oil must be injected between
    shaft (crosshead pin) and lower bearing.

    In MAN B&W engines, a set of channels have been machined in the lower crosshead bearing, in which the cooling oil
    can pass. The geometry is designed in such a way that all the loaded square centimetres of the pin are flushed with
    cooling oil twice every engine cycle. In contrast, the Sulzer crosshead has a plain lower bearing without channels. In order
    to inject oil between pin and bearing, they have to supply oil at a much higher pressure. The injection will take place at
    around 20 degrees crank angle before TDC, where the cylinder pressure is still low and upward inertia forces on piston is
    still high. There is a short interval, in which the bearing pressure is lower than the oil pressure.

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    3 of 3 07-02-2017 00:23

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