INSTRUCTIONS

for installation, maintenance and operation

PROPELLER SHAFT BEARINGS TYPE SN
Types and coding
Heat dissipation by means of -----1
,---------------- Type ----------- S propeller shaft bearihg
,--------------Series----------- N standard design
N natural ,cool ing
W = water cool ing
Z oil circulation with extomsl
cooling
U circulating pump
T :::I circulating pump with weter-
cooled oil sump
Aftermost or intermediate ----leT
L
bearing
aftermost bearing
intermediate bearing
WEAK
{AENK' HANNOVER
data plate
S N N T 36-350
209822
.
I I
6
-!JH,-'--8
7
,e
1514 17
"\ '
6 20-
'\
Aftermost bearing T Intermediate bearing L
Figure 1
Introduction
The SN Type bearing can be suppl led as an after-
most bearing (360 bearing shell) or as intermediate
bearing (180 bearing shell).
DependIng on the appl ication, different procedures
are used for bearing assembl y. The design of the
bearings takes into account the various assembly
methods such as would apply for instance in the case
of an external bearing of a diesel engine.
The simplest method isdescribed here where the shaft
(22) is lowered from above into the roughly al igned
lower part of the bearing (1) with the bottom shell
(3) already in place.
Connections for thermometers and angle oil level
gauges are dupl icated so that they can be fitted to the
right or to the left to suit site conditions. Bearing
shells Size 25 and upwards are provided with tapped
holes to accommodate screw-in lifting hooks.
Fur Iy assembled bearings should be handled using the
Integrally cast transport hooks on the lower part of
the bearing.
Despatch
The $N Type bearings are despatchedfully assembled.
The oil ring is fitted to the bearing whilst oil scraper
rings, oil level gauges and small accessories are
packed separately. All housing ports leading to the
inside of the bearing are plugged.
Installation
After dismantling the top half of the housing (2) and.
the bearing shell (3 or 3+4) the inside of the housing
and the bearing "shell should be thoroughly cleaned
and checked for any damage that may have occured
during transit.
RENK AKTIENGESELLSCHAFT WERK HANNOVER
Install the bearing so that the 011 ring (5) is located
at the bow end in the case of horizontal shafts or
shafts Inclined to the stern, and at the stern end in
the case of shafts incl ined' to the bow.
The oil ring should be fitted to the shaft as follows
(Figure 2):
Having inserted springs (6) and pressure pads (7)
(with their heads towards the shaft) into the reces-
ses of a half oil ring it will be slipped under the
shaft to permit assembly of the second half ring.
Joints are 0.1 igned by means of locating pins. 80th
ring halves are tightly connected by means of
screws (8).
Figure 4
FI inger seal s provide a seal where shafts emerge
from housing (4). A fl inger made from nitrile rub-
ber is fitted to the shaft and runs inside a chamber
having openings towards the interior of the bearing.
The fl inger is suppl led cut to approximate size.
During assembly it should be wrapped around the
shaft and accurately cut to lenght to ensure a close
butt joint. The ends shou'ld be joined by using a
cyanoacrylate glue (instant glue), preferrably.
The flinger is held in place on the shaft by a garter
spring (10).
15 5
Figure 2
The oil ring is axially edjustable on the shaft, and
Its final position - 2 mm from the bearing shell -
can therefore be set a later stage.
The lower part of the housing (1) is roughly located
in its final position. Prior to fitting the bottom
shell (3) the spherical surface should be coated with
lubricating oil. After inserting the shell the running
should also be lubricated.
The axial clearance within the seal ing housing can
accomodate normal shaft elongation. The distance
between flinger and the walls must be such that the
flinger does not touch the walls during expansion of
the shaft.
After fitting the upper housing (2) tapered pins (or,
in thecese of smaller sizes, parallel pins) (11) are
inserted and bolts (12) are firmly tightened cross-
wise.
The shaft (22) can now be inserted. If the clearance
between shaft and shell is abt. 0.5 mm, the bottom
housing should be accurately aligned (Figure 3).
Check by measuring the gap between the shaft and
the lateral bore. Dimensions "h" and .. v" should
be almost identical. The more accurate the align-
ment the more efficient will be the flinger seal.
The oil scraper (13) must be freely movable. It
must neither jam nor rest on the oil ring. Its height
should be adjusted by means of the nut (14) In such
a way so that its distance from the oil ring amounts
to about 0.1 to 0.5 mm (Figure 2 and Figure 1 "In-
bearing"). In the case of bearings Size
SN 71 and upwards the scraper is mounted on a
hinge (Figure 5 and Figure 1 "Aftermost bearing").
In this case the'adjustment is carried out by means
of the screw (23) which is afterwards secured by
the nut (24). The oil drainer lip (15) always to
face the shell.
2
Figure 3
Figure 5
The shaft can now be lowered into its final position.
In the case of aftermost bearings the upper she! I
should be assembled after lubricating its rl,lnning
surface.
The sealing chambers (21) should now be aligned
with the shaft. Before bolting them in position
their locating faces should be sealed with a liquid
ot pasty sealing compound.
Oil filling
For normal operation conditions e; branded mineral
oil with low foaming tendency should be used. Its
viscosity will depend on shaft diameter and speed.
Relevant data Bre given in th"a Table on page 4. If I
due to special operating conditions, a certain type
'of oil is specified inour acknowledgemwnt of order,
It is imperative that this be used. Damage may
occur if oils of a different viscosity are used!
Please consult us if in doubt!
Oil filling must only be carried out with the shaft
stationary. After removing the lid (17) on top of
the housing, and fill the bearing with 011 up to the
centre between the markings (Figure 6). Avoid any
topping up during running so as to avoid overfilling
and leaking.'
Water cool ing
The SNW Type bearings are equipped with a sea-
waterresistant cooling s){stem. The finned tubes
(18) are interconnected. The system should be
connected to the pipe sockets (19). A control
valve should be provided in'the inlet pipe, and the
water should be allowed to drain away by graVity.
The direction of flow is optional.
The cooling water velocity should not exceed
1,Sm/s.
Starting up
The temperature of the running surface must not
exceed 90C. Any alarm devices should be set ac-
cordingly; their sensors can be fitted to the thermo-
meter bores (20).
Angle oil level gauge
me><.
norm.
min. (operation)
Figure 6
Oil sight glass
If the temperature of 90C is exceeded, the ma-
chine should be stopped immediately 'and the cause
for the temperature rise investigated.
The first oi I change with subsequent rinsing should
be carried out after an initial running period of about
2 weeks. Further oil changes are recommended at
intervals of .8000 operating hours.
It is advisable to keep the outside of the bearing
housings clean so that heat radiation isnot impaired
by deposits of dust or dirt.
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Viskosity of lubricating oils for Slide Bearings Type SN
SN 18
I
SN 20
I
SN 22
I
SN25
I
SN 28
I
SN 32
I
SN36
I
SN 40
viskosity
bore of bearing 0 in mm
ISO
170
I
,eo
I
190 I
200
I
2'0
I
220
I 230 I
240
I
250
I
260
I
270
I
280 I 290 I 300 I 3'0
I
320 I 330 I 340 I 350 I 360 I 370 I 380 I
390
I
400
speed range in 1/min
vG 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40
- - - - - - - -
220 ... 100 ... 100
.. -
eo
--.
eo ... eo ... eo ... 56 ... 56 ... 56
..'
56 ... 56 ... 56 .. . 56 ... 56 ... 56 ... 56
--
---
-- -- -- --
._-
---
---- --
._-
-- --
._-
--
I-
----
I--
._-
---- --
vG > 100 > 100 > eo > eo > eo >
eo >56 > 56 > 56 > 56 >56 > 56 > 56 > 56
>
56 > 56 4 40 40 40 40 40 40 40
150 ... 315 ... 315 ... 315 ... 315 ... 250 ... 250 ... 250 ... 250 ... 250 ... 200 ... 200 ... 200 ... 160 ... 160 ... 160 ... 160 ... 200 ... 160 ... 160 ... 160 ... 160 ... 160 ... 160 ... 160

-------- ----
--
----I--1-
--
I-
-- ----- --
vG >315 > 315 > 315 > 315 > 250 > 250 >250 > 250 "> 250 >200 > 200 > 200 > 160 > 160 > 160 > 160 > 200 > 160 > 160 > 160 > 160 > 160 > 160 > 160
'00 ... 400 ... 400 ... 400 ... 400 ... 315 ... 315 ... 315 ... 315 ... 315 ... 250 ... 250 ... 250 ... 250 ... 200 ... 200 ... 200 ... 250 ... 200 ... 200 ... 200 ... 200 ... 200 ... 200 ... 200
------ ----------
--
I- --
._-
.--
I-- --
vG > 400 > 400 > 400 > 400 >315 > 315 >315 > 315 > 315 > 250 > 250 >250 > 250 > 200 > 200 > 200 > 250> 200 > 200 > 200 > 200 >200 > 200 > 200
6e ... 500 .. 500 ... 500 ... 500 ... 400 ... 400 .. 400 ... 400 ... 400 ... 315 ... 315 ... 315 ... 315 ... 250 ... 250 ... 250 ... 3ii ... 250 ... 250 ... 250 ... 250 ... 250 ... 250 ... 250
--
VG :> 500 >500 > 500 > 500 > 400 > 400 ')0 400 > 400 > 400 > 315 > 315 > 315 >315 > 250 > 250 > 250
-
> 250 > 250 > 250 > 250 >250 "> 250 > 250
32 ... 630 ... 630 ... 630 ... 630 ... 630 ... 500 .. 500 ... 500 ... 500 ... 400 ... 400 ... 400 ... 400 ... 315 ... 315 ... 315 ... 315 ... 315 ... 315 ... 31 5 ... 315 ... 31 5 ... 315
SN 45
I
SN 50
I
5N 56
I
SN 63
I
viskosity
bore of bearing 0 in mm
ISO
4'0
I
420
I
430 I
440
I
450
I
460
1
470
I
4BO
I
490
I
500
I
5'0
I
520
I
530 I
540
I
550 I 560 I 570 I 5BO I 590 I 600 I 610 I 620 I 630. I
speed range in 1/min
vG
-
- --- --
---
- - - - - - - -
.-
--
-
- - - - -- -- -
---
-
220
--I- -- --- --
--
--
.--
----
VG 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40 40
-
'50 ... 160 ... 160 ... 125 ... 125 ... 125 ... 125 ... 125 ... 125 ... 125 ... 125 ... 125 ... 125 ... 125 ... 100 ... 100 ... 100 ... BO ... BO ... eo ... eo .. . eo ... eo ... eo
vG
> 160 > 160 > '2'
> 125 > 125 > 125 > 125 > 125 > 125 > 125 > 125 > 125 > 125 > 100 > 100 > 100 > eo > eo > eo >
eo > eo > eo > eo
'00 ... 200 ... 200 ... 160 ... 160 ... 160 ... 160 ... 160 ... 160 ... 160 ... 160 .. '60 ... 160 ... 160 ... 125 ... 125 ... 125 ... 125 ... 125 ... 125 ... 125 ... 125 ... 100 ... 100
-
1- ------- --
VG > 200 > 200 > 160 > 160 > 160 > 160 > 160 > 160 >, 160 > 160 > 160 > 160 > 160 > 125 > 125 > 125
> '2' > 125 > 125 > 125 > 125 > 100 > 100
-
6e ... 250 ... 250 ... 200 ... 200 ... 200 ... 200 ... 200 ... 200 ... 200 ... 200 ... 200 ... 200 ... 200 ... 160 ... 160 ... 160 ... 160 ... 160 ... 160 ... 160 ... 160 ... 125 ... 125
-- f- --
I-
-- ---- -- --- -- --
VG > 250 > 250 > 200 > 200 > 200 > 200 >200 > 200 > 200 > 200 > 200 > 200 > 200 > 160 > 160 > 160 > 160 > 160 > 160 > 160 > 160 > 125 > 125
-
32 ... 315 ... 315 ... 315 ... 250 ... 250 ... 250 ... 250 ... 250 ... 250 ... 250 ... 250 .. ,250 ... 250 ... 250 ... 200 ... 200 ... 200 ... 200 ... 200 ... 200 ... 200 ... 160 ... 160