Subscribe to RSS

Schaeffler replaces main Trunnion Bearings on BOS Plant Vessels at Tata Steel Port Talbot

Schaeffler UK was part of the team that successfully completed the replacement of the main trunnion bearings on a BOS (Basic Oxygen Steelmaking) plant at Tata Steel Port Talbot.

Schaeffler TaTa


By replacing the drive-side trunnion bearings with split rolling bearings, Schaeffler also helped to save the customer five extra days of work. If solid rather than split bearings had been used, the customer would have had to disassemble the bull gear unit (i.e. the main drive unit for the BOS plant vessel).

TATA Steel Port Talbot has two BOS Steel making vessels (V1 & V2) in operation. The original vessel was installed in the late 1960s by UK company Ashmore, Benson, Pease & Co and was subsequently upgraded in 1991/1992 by Mannesmann Demag, including trunnion bearing replacements. Each vessel has a steel making capacity of 330 tonnes. Loss of operation of a BOS vessel would result in significant lost revenue for Tata Steel.

Simon Life, BOS Plant Departmental Engineer at Tata Steel Port Talbot comments: “The bearing replacement work was very successful. The bearings were fitted to a high standard with expertise provided by Schaeffler throughout the installation process. During the bearing changeover, we encountered several problems with components being damaged and jacking issues. However, all problems were discussed with Tata, Schaeffler engineers and Central Engineering support, and between all parties, solutions were generated, action lists compiled and remedies implemented. Without Schaeffler’s expertise, the bearing change would not have run so smoothly.”

In July 2011, Schaeffler UK received a telephone call from an area works engineer at the BOS Plant, advising of a sudden bearing failure on the non-drive side (NDS) of the V2 BOS plant vessel.

The BOS Plant engineers arranged a meeting and a request was made for two engineers from Schaeffler Germany to be on site at Port Talbot soon afterwards. A meeting subsequently took place at Port Talbot to discuss action plans and how to replace the trunnion bearings.

As Dave Wall, Senior Applications Engineer at Schaeffler UK recalls: “A method statement document was drawn up by Schaeffler UK, which specified the sequence and method to replace the bearings and outline the TATA requirements. Included in this document was a detailed tooling list and a step-by-step procedure for the dismounting and mounting of the drive-side (DS) & non drive-side (NDS) bearings.”

“The standard ‘solid’ bearing on the DS was replaced by a special FAG split spherical roller bearing [SSRB], which is the recommended replacement spare, as this reduces the amount of downtime when installing the replacement bearing. The NDS bearing was to be replaced with a similar solid bearing. In addition, various surrounding components also required replacing, once the secondary damage caused by the bearing failure had been identified,” confirmed Wall.

Removal of the Drive Side bearing

The cutting away of the existing bearing took a total of 36 hours. The distance between the trunnion spacers (bearing seating width) was measured in order to determine the thickness required for two special, TATA designed, split ‘dovetail’ spacers. These were required to ensure that the new split bearing would be correctly secured in place.

The new split SRB inner ring halves with clamping rings, outer ring half and bottom roller cage halves, were fitted without any problems.

Removal of the Non-Drive Side bearing

The original bearing on the NDS had failed during operation, which had caused the BOS converter to drop down. It was now resting on the bearing housing and the housing covers.

Scheaffler TATA

After lifting, parts of the damaged bearings were removed, including cage pieces; outer and inner ring fragments and rolling elements. All the components were sent for forensic examination to TATA Central Engineering Metallurgy & Inspection Dept. The housing back cover, bearing pressure plate and sleeve spacer were found to be seriously damaged. New ones had to be urgently manufactured by Tata Steel’s Central Engineering Shops (CES). The bearing inner ring had disintegrated and the sleeve had to be cut off due to its deformed shape. After removing the damaged bearing, it was also discovered that the trunnion back spacer was in need of repair. Again, machining work was urgently carried out by CES.

Due to the subsequent damage to the bearing housing, Schaeffler expertise was required to manually repair this surface to restore it back to an acceptable condition.

During the dismounting process the NDS Ladder Expansion Bearing Rollers had to be replaced. To facilitate the Ladder Roller replacement and installation of a TATA manufactured solid inner bearing housing cover, the bottom half of the housing had to be moved away from the journal using specially manufactured crossbeams.

Mounting of the new Non-Drive Side bearing

The new bearing was first pre-mounted to determine the correct sleeve spacer width. The bottom half of the housing was then moved back into position and the crossbeam construction removed.

Mounting of the new bearing was challenging, as the collapse of the original bearing had caused the vessel to move out of alignment.

The lowering of the converter was also a challenge as the vessel had to be moved sideways by 40mm to achieve the correct installation position. Side shifting was initially a problem for the vessel lifting contractor but the problem was successfully overcome.

Final mounting steps for the NDS and DS bearings

For the DS bearing, the remaining roller cage and outer ring halves were installed. For both bearings, the housing caps were fitted and each bearing was 100 per cent filled with grease, including the surrounding free space.

The housing covers were bolted in position and new seals with their tensioning devices were fitted. After having successfully completed the work in under 2 weeks, Schaeffler engineers were pleased to be leaving behind a very happy customer.

After the bearings were installed, the work didn’t finish there. Schaeffler UK prepared a recommended practical maintenance schedule list and forwarded this to the BOS Engineers, which was well received. In addition, customer “as built” cross-sectional drawings were updated to show the actual parts (with measurements) now in place at V2. Schaeffler UK participated and contributed to the Bearing Failure Review meetings with Tata Steel that followed the bearing replacement for the BOS vessels.

“Since replacing the trunnion bearings, engineers from Schaeffler UK have also supervised two further BOS vessel bearing changes in a very short timeframe of just two months: Converter C at SSI UK / Teesside and Converter 1 at Tata Steel Port Talbot. Schaeffler has now been selected as the preferred supplier of main trunnion bearings for the two BOS plant vessels at Tata Steel Port Talbot,” confirms Dave Wall.

For more information, please call the Schaeffler UK Marketing Department on 0121 313 5870. Alternatively, email info.uk@schaeffler.com.

 

source: Schaeffler

0 commentsback to post

banner

Add your comment

Nickname:
E-mail:
Website:
Comment:

*

Other articlesgo to homepage

因发动机曲轴轴承存在安全隐患,捷豹路虎共召回68828辆汽车

因发动机曲轴轴承存在安全隐患,捷豹路虎共召回68828辆汽车(0)

日前,捷豹路虎(中国)投资有限公司根据《缺陷汽车产品召回管理条例》和《缺陷汽车产品召回管理条例实施办法》的要求,向国家市场监督管理总局备案了召回计划,决定自2019年4月5日起,召回部分进口路虎新揽胜、路虎揽胜运动、路虎新揽胜运动和路虎第四代发现系列汽车,共计68828辆。具体如下: (一)2012年5月9日至2016年4月12日生产的部分2013-2016年款路虎新揽胜系列汽车,共计2772辆; (二)2009年9月3日至2013年5月3日生产的部分2010-2013年款路虎揽胜运动系列汽车,共计20154辆; (三)2013年10月24日至2016年4月26日生产的部分2014-2016年款路虎新揽胜运动系列汽车,共计3593辆; (四)2009年9月3日至2016年5月8日生产的部分2010-2016年款路虎第四代发现系列汽车,共计42309辆。 本次召回范围内部分车辆由于供应商制造原因,发动机曲轴轴承可能因润滑不足过早磨损,极端情况下曲轴可能断裂,造成发动机动力输出中断,存在安全隐患。捷豹路虎(中国)投资有限公司将为召回范围内的车辆进行诊断,并根据诊断结果为存在潜在风险的车辆免费更换改进后的发动机,以消除安全隐患。 本次召回活动是在国家市场监督管理总局启动缺陷调查情况下开展的。一段时间以来,国家市场监督管理总局缺陷产品管理中心收到消费者反映此问题的投诉。收到投诉后,国家市场监督管理总局立即部署缺陷产品管理中心对上述问题开展缺陷调查和评估。受调查影响,捷豹路虎(中国)投资有限公司决定采取召回措施,消除安全隐患。 捷豹路虎(中国)投资有限公司将通过挂号信、电话、短信等方式通知有关用户此次召回事宜。相关用户可通过座机或手机拨打路虎品牌客户服务热线400-820-0187(服务时间为周一至周日,全天24小时)进行咨询。用户也可登录国家市场监督管理总局缺陷产品管理中心网站(www.dpac.gov.cn)以及关注微信公众号(SAMRDPAC)了解更多信息。此外,也可拨打国家市场监督管理总局缺陷产品管理中心热线电话:010-59799616,反映召回活动实施过程中的问题或提交缺陷线索。 (来源:国家发改委)

捷太格特(JTEKT)连续4年入选“全球百强创新企业”

捷太格特(JTEKT)连续4年入选“全球百强创新企业”(0)

科睿唯安(Clarivate Analytics)近日公布了“2018年全球百强创新企业、机构”榜单,捷太格特(JTEKT)连续4年入选该榜单。 “全球百强创新企业”是由科睿唯安(Clarivate Analytics)评选。基于其独自拥有的专利索引数据,通过对企业或机构进行知识产权和专利动向的分析,对全世界进行优秀研究开发活动和知识产权管理的企业和机构进行表彰。此次是自2011年起第8次发表该榜单,捷太格特自2015年起,已连续4年入选,其评选标准有以下4点。 1. 数量:  专利取得数量(近5年取得的数量) 2. 成功率:专利授权成功率 3. 全球性:在主要市场(欧洲、美国、中国、日本)的一般专利获得数 4. 影响力:授权的专利在其他企业、发明上的引用程度 捷太格特(JTEKT)因在以上4点中的“全球性”和“影响力”方面获得了高评分,最终入选该榜单。 今后,捷太格特将继续以“No.1 & Only One,迈向更美好的未来”为集团愿景,在汽车零部件、轴承、机床等各个事业领域,继续积极地推进新产品及新技术的研发。此外,还将继续积极致力于相关知识产权在全球市场的应用和保护。

NSK成功开发可降低轴承60%摩擦损耗的“高效电机用轴承”

NSK成功开发可降低轴承60%摩擦损耗的“高效电机用轴承”(0)

降低工业机械用电机的电力消耗 日本精工株式会社成功开发出可有效减少工业电机电力消耗的轴承(世界电力消耗中,工业电机的电力消耗占40%)。目前该产品已开始上市销售,预计2025年可以达到45亿日元的销售额。 开发背景 随着世界范围内环保意识的提高,所有产业均在推进二氧化碳的减排和电力的节能。尤其是给泵、送风机及压缩机等机械提供驱动力的工业电机,其电力消耗占世界消耗总电量的40%以上。针对这些需求,世界各国均制定了旨在提高工业电机效能的相关法规。 虽然轴承的摩擦损耗大约只占电机总能耗的1%,但由于工业电机的总耗电量较高,仍然希望可进一步降低能耗。为满足社会的需求,NSK不断推进新产品开发。 产品特点 1.降低能耗 由于采用NSK开发的专用润滑脂和优化润滑脂封入量,在轴承运转时可降低润滑脂的搅拌阻力,进而降低60%的摩擦损耗。此外,使用树脂保持架可以进一步降低摩擦损耗(最高可降低80%)。 2.延长寿命 通过采用NSK开发的专用润滑脂,对比过去的产品,由于轴承运转时可以有效抑制轴承内部的磨损,从而提高轴承的寿命(2.7倍以上)。 产品效果 本产品的应用将对工业机械用电机的节能和地球环保做出贡献。NSK今后仍将通过自己的努力为社会的共同课题提供解决方案。

铁姆肯公司运用量子手段控制轴承内部应力

铁姆肯公司运用量子手段控制轴承内部应力(0)

This article, press release or announcement is translated from BearingNEWS (www.bearing-news.com) publications or from China Bearing Commercial Community (CBCC) sources 量子力学是现代物理学的理论基础之一,是研究微观粒子运动规律的科学,使人们对物质世界的认识从宏观层次跨进了微观层次,对物质的结构以及其相互作用的见解被革命化地改变,为包括原子物理、核物理、分子生物学、非线性光学等现代基础理论研究奠定了基础。 全球领先的轴承制造商铁姆肯公司将量子力学的研究方法应用到轴承的研发之中。 Timken的研究人员Vikram Bedekar(左)和Rohit Voothaluru致力于通过在HFIR的HB-2B上使用中子来改进轴承制造工艺。 在美国能源部(DOE’s)橡树岭国家实验室(ORNL),铁姆肯公司的研究人员希望通过使用中子散射技术更好地了解制造过程中产生的内部残余应力如何影响轴承寿命,从而找到延长轴承寿命的方法。 轴承的制造精度高,公差小,配合完美,在极端负荷和长期使用和操作下,具有较长的设计寿命。在安全至关重要的航空航天和采矿领域,轴承性能尤为重要。残余应力虽是材料结构中较小的内部弹性变形,对轴承的寿命和可靠性却可能带来很大影响。 铁姆肯公司的材料专家Vikram Bedekar说:“残余应力主要由制造过程产生。包括成型和高温加工在内的所有生产工艺都会产生残余应力。如果应力过大,零件会变形,甚至可能使部件扭曲到无法使用或恢复。” 一般来说,轴承的制造从把钢材制成一个环开始。接下来,使用车床获得所需的尺寸。贝德卡说,到这里为止,这部分仍然是“绿色”的,这意味着它仍然是软的,还不能使用。之后的热处理才使材料硬化。最后,使用车床或磨床去除多余的材料完成零件。 工业应用中常使用的大尺寸的Timken®轴承。因为中子具有很强的穿透性,它们能比类似的方法,如X射线,更深入地渗透至金属内部。每个轴承的残留应力来自制造过程中的不同步。(图片来源:ORNL/Genevieve Martin) 由于中子具有很强的穿透性,可为研究人员提供材料原子结构的独特信息。此前,研究人员利用实验室X光检查轴承,但研究人员只能探测轴承内部200微米的厚度。中子使他们能够更深入地观察轴承的全部。 “标准的X光强度不足以从一个部分完全穿透。中子是唯一可以看到完整内部的途径。”Bedekar说。 利用ORNL的高通量同位素反应堆(HFIR)的中子残余应力绘图设备(NRSF2)HB-2B,研究人员能够绘制出制造过程中每个步骤产生的不同内部应力。中子数据使他们能够观察轴承的应力状态如何随着每次迭代而变化。研究人员说他们选择使用NRSF2是因为它适合这类实验的独特能力。 Timken的产品开发专家Rohit Voothaluru说:“我们在寻求利用残余应力图的方法。我们之所以来到NRSF2,是因为我们觉得可以找到同类样品的整体情况并看到残余应力。” 该小组表示,他们打算利用残余应力映射数据改进计算模型,以改进内部应力预测和优化制造工艺。 Bedekar表示:“最终,我们可以根据不同轴承的性能来调整加工工艺或残余应力。” “我们今天有一个计算模型可以定性地提供方向。但是,要建立一个更为基本的、基于实际物理工艺的定量模型,同时还要捕捉实时的次表层残余应变,需要大量的经验验证。我们希望验证我们的模型并将其提升到一个新的级别。”Voothaluru说。 HFIR是美国能源部科学用户设施办公室。UT-Battelle为能源部科学办公室管理ORNL。科学办公室是美国物理科学基础研究的最大单一支持者,正在努力解决我们这个时代最紧迫的一些挑战。 文章来源:美国能源局橡树岭国家实验室

舍弗勒荣获两项创新大奖

舍弗勒荣获两项创新大奖(0)

This article, press release or announcement is translated from BearingNEWS (www.bearing-news.com) publications or from China Bearing Commercial Community (CBCC) sources 日前,由德国弗戈汽车媒体集团、德国亚琛工业大学汽车工程学院等机构主办的2018(第十一届)国际汽车技术年会暨“汽车创新技术大奖”在上海举行。舍弗勒一举荣获“创新领袖企业大奖”及“汽车技术创新大奖”两项殊荣。 “汽车创新技术大奖”旨在对近年来汽车零部件创新技术、产品、项目、案例及人物等进行梳理与盘点,表彰先进技术的创造者和推动者,共同展望未来美好出行。 经过两个多月的网络投票、编辑推荐及专家评审,舍弗勒最终获得市场及专家的认可,凭借卓越的创新能力获得“创新领袖企业大奖”,同时凭借P2混合动力模块荣获“汽车技术创新大奖”! 创新不止,发展不息 作为一家全球领先的技术型公司,舍弗勒始终视创新为维持其发展的核心要素。创新也是舍弗勒四大核心价值观之一。通过创新,舍弗勒致力于塑造未来驱动技术,让世界更清洁、更安全、更智能。 每年,舍弗勒都在创新和研发方面进行大量的投资。目前,舍弗勒在全球拥有18个研发中心。仅在2017年,舍弗勒集团就向德国专利商标局提交了2383项专利申请。 P2混合动力模块 P2混合动力模块正是舍弗勒致力于创新的体现,也是舍弗勒在电驱动领域的一款代表性产品。目前,舍弗勒P2混合动力模块已经在舍弗勒太仓生产基地投产,并成功应用于本土品牌车型上。 该模块安装在传统内燃机和变速箱之间,可实现多种驱动模式,包括纯电驱动车辆起步和行驶、纯发动机驱动行驶、电机助力、在纯电驱动行驶中通过电机启动发动机,以及制动能量回收。

read more

Contacts and information

Social networks

Most popular categories

Legal Notice

© 2016 BEARING NEWS All rights reserved.