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31 views

Poleas 1

Uploaded by

Oscar Arrieta
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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p Transocean : Traveling Assembly Sheave Inspection erforming and Understanding Sheave Deflection Inspection The purpose of this document is to explain how the fit of the individual components in a sheave interact to obtain final bearing clearance.We will also discuss how to maintain consistency in inspection and understand the failure modes of this piece of equipment. There is no good means to inspect sheaves in a traveling block or crown cluster for bearing condition other than checking for axial movement at the outer rim of sheave (deflection or wobble test) . If the sheaves have been properly greased it is normal to find large quantities of grease around the hubs. The field method most commonly used has been referred to as the wobble test and has used a bar of indeterminate length and a guess. Making a tool to check deflection The best way to consistently measure (and therefore trend) wobble is to use a custom made "socket /wedge" and a regular % inch drive torque wrench. The socket is welded to one end shaped like a wedge, 3” wide and a 4" long, and 3/8" to %” thick with 4” drive female socket at one end and a taper to 3/16” or so at the other end. You slip it between two sheaves, and apply a given amount of torque, say 40-60 ft.-Ibs. Measure deflection with a dial indicator and record. If you take initial measurements after a crown or block overhaul you now have a good baseline to trend against. Using the same torque every time you take the measurement gives you a consistent moment force applied to the sheave. In a traveling block, given that most are equipped with top covers over the sheaves, you typically have a solid rest to wedge against and can therefore get single-sheave deflections. This is by no means and exact science but will give relatively consistent results of deflection/wobble in the sheave cluster. Trending this deflection can be part of the PM program. > Transocean Sheave deflection measuring The outer race (L357010CD) is a press fit inside the sheave hub bore and the roller assemblies are a slip fit on the shaft. The actual amount of press fit recommended by Timken is anywhere from 0.001” to 0.005" tight. This means a bearing will have internal clearance when mounted of between 0.003” and 0.023" depending on the press fit of the outer race in the hub bore. So the actual wobble deflection on a new bearing installed correctly could be as high as 0.100"+ when measured at the sheave rim as done during a field inspection, This does not take into account slack in the stack up of roller assemblies or differences in force put behind the pry bar. Here we see a cross section of the bearing and explanation from Timken Field Engineering. item BEP Bench End Play is the axial end play that is in the bearing as it ships from the factory. In this bearing, possibly up to .028". _— 3 | \ Vaasa MEP Mounted End Play is the axial endplay after bearing is mounted on shaft! in sheave bore. In the case of sheave application, the cups are interference fitted in the sheave. This particular P/N is supposed to be installed with an interference fit between .001°T/ .005°T, The loss of lateral factor for this P/N is 0.0039" per 0.001" of interference fit. ‘That means for every 0.001" interference between outer race and hub bore in the sheave, the bench end play is reduced by 0.0039" With @ minimum fit of 0.001", you are only removing 0.0039" from the original .028"BEP. The max condition could be removing almost .020" from a minimum BEP of as little as 0.023" This sheave could be mounted with anywhere from .024"MEP to as little as 003" MEP not including the ID fit to shaft which is 0.0005" to 0.002" loose by design. Transocean Sheave deflection measuring What we have here is the outline of a 60" sheave with a 12” bearing showing maximum axial clearance as determined by Timken. This drawing demonstrates we could be seeing 0.108” deflection in a new bearing that had 0.001” interference fit. This does not take into account any internal clearance between shaft and bearing or slack between bearing stack up which all would increase the deflection readings. 9.108", 0.108" APPROX. (prox) DEFLECTION BEARINGS. (APPROX,) 0.024" 0,024" s@t AXIAL END PLAY 0.000” Repored by MLY 15 June 2011 a —= Transocean Sheave deflection measuring Experience has shown there are only three reasons for excessive axial clearance in a sheave (wobble.) In order of likelihood the causes for excessive wobble: © Insufficient compression in the bearings stacked up in the cluster of sheaves. Over the years we have tightened up dozens of clusters, both in blocks and crowns and removed excess wobble from fast line sides. This is done by tightening the end plates and adding or removing shims. On crowns we have had to ream the bases holes because we pulled in the pedestal supports by 1” when tightening up the cluster and the tie down bolts did not line up. The actual internal fits as we describe in this document. Bearing failure, this is hardly ever seen in this application unless there is a lack of lubrication issue. Recently we were contacted by a rig that had replaced a crown sheave and had an inspector condemning a traveling block sheave for excessive wobble. The movement was recorded with a dial indicator and a 2’ pry bar on the end of a 60” sheave. They were actually calling this bearing wear and the number stated was 0.118". We question how big the person was doing the deflection checks and how much force he applied. To those who do not understand the internal fits of the components in a sheave and their interaction the incorrect use of the term “wear” was alarming. Had this 0.118” been actual bearing clearance then we truly could have had an issue but what they were recording was the angular deflection noted on the outer rim of a 60” fast line sheave utilizing a 12” bearing ona 650 Ton Traveling Block. The particular bearing in use is a 12” sheave bearing with double faced outer race and 2 each single roller assemblies that have a preset internal clearance. (Timken bearing assembly # L357049NW). i

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