No.

1/94 Edited by DSO-245

SHIP TYPE: OBO SIZE(GRT): 57080 BUILT YEAR: 1992

DIESEL-DRIVEN HYDRAULIC POWER PACKS: HYDRAULIC PUMP DAMAGE

Course of Events:
The vessel in question suffered a pump breakdown, and the leakage of hydraulic oil which ensued caused a fire in the engine room which resulted in the
deaths of two persons.
Background:
Certain variable-displacement axial piston pumps operating in hydraulic power packs in the pressure range 250 to 300 BAR have suffered damage. This
type of pump is mainly employed for providing power for cargo pumps, ballast pumps and anchor winches.
On the vessel in question, the hydraulic power pack system consisted of in all 11 axial piston pumps, four of which were driven by a diesel engine, four
by a steam turbine and three by electric motors. The diesel-driven pumps were connected to the engine by means of a gear and a flexible coupling (see
figure).
Nature of Damage:
Failure reports were also received from other vessels, and mostly relate to diesel-powered units. Failures in the diesel-driven pumps have almost
certainly been caused by piston seizure due to flaring of the piston as a result of excessive angular acceleration.
Although reports of damage to electrically- and turbine-driven units have also been received, they are generally of a different nature and less severe.
Probable Cause:
The damage probably derives from the use of diesel-driven power for the pumps. Diesel engines do not run as smoothly as electrical and turbine power
units, and firing impulses from the diesel engine are apparently transmitted through the flexible coupling and gear to the pumps. Such impulses cause
significant angular acceleration in the pumps, leading to deformation of the pump pistons and cylinders. These angular accelerations have been
measured and do clearly exceed the limits set by the pump manufacturers.
Lessons to be Learned:
Pumps of this type appear to be highly sensitive to the transient dynamics of the shafting system. When specifying such a system, thorough
calculations should be carried out to ensure adequate safety margins in relation to the limits set by the pump manufacturers.
More data is needed on the performance and characteristics of flexible couplings, especially progressive couplings. In this particular case it would
appear that the most viable way of reducing the angular acceleration is to install a softer elastic coupling, so as to better isolate the pump from the
engine. Torsional vibration measurements should also be carried out in case of doubt.
For future system approvals DNV will introduce improved procedures taking care of the mechanical system as a whole, since this is increasingly
considered to be of importance.

Fig. 1

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