Beruflich Dokumente
Kultur Dokumente
1961.06 LEHR, W.
LEHR, JR.
EDWIN L PARKER
LIBRARY
U.S.
>
zz
SHAFT SYSTEMS
by
and
EDWIN L
COAST GUARD
Signatures of Authors
Accepted by
Chairman, Department Committee on Graduate Students
A METHOD FOR THE DESIGN OF SHIP PROPULSION SHAFT SYSTEMS, by WILLIAM E, LEHR, JR. and EDWIN L. PARKER. Submitted to the Department of Naval Architecture and Marine Engineering on 20 May 1961 in partial fulfillment of the requirements for the Master of Science degree in Naval Architecture and Marine Engineering and the Professional Degree, Naval Engineer,
ABSTRACT
An investigation was conducted to establish a minimum span-length criteria for use in marine propulsion shafting design.
The investigation is conducted through computer studies of families of synthesized shafting systems. Each system is treated as a continuous beam carrying concentrated and distributed loads. In the studies span-length is systematically varied. The sensitivity of the study systems to alignment errors is investigated using reaction influence numbers. Relative insensitivity to misalignment is judged on the basis of limiting values of allowable bearing pressures and allowable difference in reactive loads at the reduction gear support bearings
The results of this theoretical investigation indicate the desirability of increased values for span-length from those frequently found in present practice. Shaft systems with the following minimum span-lengths should be free from most problems resulting from normal alignment errors and the usual amount of bearing wear= (Span-lengths are expressed as length to diameter ratio) For shafts with diameters 10 to 16 inches, L/D 14 For shafts with diameters 16 to J50 inches, L/D 12
In the conduct of the basic investigation several additional problems connected with shaft design were studied. A series of design nomograns for tallshai't sizing are derived from strength considerations They are presented as a proposed aid for shaft design. The problem of fatigue failure of tailshafts, at the propeller keyway, is considered and a proposed method for corrective action Is given.
.
Thesis Supervisor:
Title:
S.
Curtis Powell
ACKNOWLEDGMENTS
R. Baylis,
Institute of Technology, and Professor S, Co Powell, Associate Professor of Marine Engineering , Massachusetts Institute of Technology
c
Captain E So Arentzen,
USN.,
Massachusetts
iii
1 2
TABLE OF CONTENTS
Page
ii iii iv vi
vii
INTRODUCTION
1 1
.
1 2
NOMENCLATURE
THE EFFECT OF SHORT SHAFT SPANS
5.1 3.2 3.3
3.5 3.6 3.7 3.8
5.0
General Bearing Supports and Designed Reactions Computed Bearing Loads Effect on Stern Bearings Corrective Action for Stern Bearings Effect on Reduction Gear Corrective Action for Reduction Gear Results of Analysis
.
5 6 7 8 11 13 15 16
4.0
CONSIDERATIONS FOR MINIMUM BEARING SPAN 4 Need for Minimum Span ....... Alignment and Load Conditions 4 4.2.1 Bearing Loading 4 2 Gear Alignment 4 3 Setting Tolerances 4, 4 Operational Wear Foundation Flexure 4 5
.
17 17 18 18 18 19 19
5.0
Development of Shaft Systems Computer Output ............. Alignment for Comparison .... Comparison Procedure ........
23 24 25 26
iv
4 5 1 2
6.0
6 .2 6 .3
6 6
. .
Three and Four Span Systems Two Span Systems Five Span Systems ...... Summary Application of Results
50 30 32 32 32
7.0
STERN TUBE BEARINGS 7.1 Advantage of One Stern Tube Bearing 7.2 Location of Non-Weardown Bearing
LOW FREQUENCY CYCLIC STRESSES
8 8
. .
36 37
8.0
8.3 8.4
9.0
39
40 42 45
9.2
10
.
47 48 52
APPENDIX
A. B. C
56a
D.
Recommended Design Procedure Shafting Systems Computer Program Selection of Shaft Systems for Study Strength and Vibration Requirements
57 6l 65 71
55
REFERENCES ...............
LIST OF FIGURES
Figure
1 2
Title
*
6a 6a 8a
15a
15a
15b
2 4
5
2;
22a 42a
A-l to A-6
60a-60f
vi
LIST OF TABLES
Table
I
Title
Page
8
9
Bearing Reactions and Influence Numbers Bearing Reactions and Influence Numbers
Study System Parameters
II
III
21,22
25
IV
80
vii
1.0
1
.
INTRODUCTION
Background
bulk carrier in the Merchant service, and the revolutionary change to nuclear propulsion in the submarine.
These events, directly and indirectly, provided an impetus for a great deal of development and research in
the field of marine turbines, reduction gears and pro-
pellers.
the benefit of developmental research incorporated in the basic design procedure. In many eases research has
propulsion shafting, the connecting link in the propulsion system, has not been accorded the benefit of
such research.
Fortunately, most shaft systems designed
of shafting design practices has made itself conspicuous in numerous way, many of which have been covered com-
-1-
Shafting effects
casualty rates of tallshafts (2), and the alignment problems of shaft bearings
(j5)
are examples.
In addition
1.2
-2-
2,0
NOMENCLATURE
D
d
(inches)
(inches)
in-:
EoLo
F,S,
air,
(psi)
F,S.
.-
Dynamic factor of safety This factor accounts for the effects of dynamic loading and thrust eccentricity,
~y
Influence number of bearing (x) on bearing (y), or the change in reaction at bearing (y) for a 1 mil deflection at bearing (x),
Polar moment of inertia of shaft section ,
(inches
)
J
K,
Stress concentration factor in bending. In shaft systems IC is applied to shaft flanges, oil holes, etc. For well designed axial keyways K. 1. Stress concentration factor in torsion. In shaft systems K. is applied to flanges, oil holes and keyways The percentage of steady mean torque which makes up the alternating torque. Maximum alternating torque occurs at the torsional critical speed. At speeds well removed from the torsional criticals which should be the ease for well designed systems, K-, will range from 0,05 to 0,25 depending upon the hull configuration and proximity of the propeller to the hull , struts , etc The selection of a value for K-, must be based on the designers experience
.
K,
K,
Moment arm of the propeller assembly. It is the distance from the center of gravity of the propeller to the point of support in the propeller bearing,
.
->
RPM R
AR
mm
R
si
S,
(psi)
SHP
S
S
(psi)
(psi)
Sa
S^ sa
S
(psi)
Propellor thrust ,
(lbs
W
YoPo
Weight of propellor,
(lbs.)
(psi)
Yx
Deflection in mils of bearing (x) from straight line datum; + above datum, - below datum,
_4-
3.0
3.1
General
However, as far as the authors have been able to determine, there are none that set a minimum on bearing
span,
Thus a system
would
Equivalent Reduction Gear Diameter = 42.3 Lineshaft Diameter * 21,9" Tailshaft Diameter - 23.8"
-5-
it
The
3.2
tube bearing.
<
5
tLl)
CO
>
cr
< I
O
z o
(U
< o
Q. >-
I<r
t-
o
LU
UJ
O
< X
K>
<M
-6a-
SUH
NI
J3Q
approximately as follows:
Bearing Number
Load
(lbs)
35,000
35,000
17,000
17,000
17,000
25,000
75,00
3.3
clearance.
Effectively then, the bearing is not in the system, unless the rise is greater than the diametrical clearance. A second calculation was made with the support at the
Table I consists of values of bearing reactions and influence numbers extracted from the computer output data
for the second calculation.
-7-
TABLE
I.
^
1
12
2886.2
-5342.5
3 2761.1 -5978.8
-373.7
76.1
D E
L E
-7.2
2 3
-5342.5
10369.5
1166.9
-1559.2
-237.7
22.5
2761.1
-373.7
76.1
-5978.8
4367.7
-1559.2
452.4
-734.2
-42.9 119.0
-132.0
4
5
1166.9
-237.7
1381.6
-734.2
452.4
575.4
6
7
22.5
-42.9
119.0
-132.0
40.0
15076.9
19156.7
17755.3
0.0 99834.3
3.4
It will be
-8-
INITIAL
CONDITION
LOAD
DISTR.
CONTACT SURFACE
PARTIAL
WEARDOWN
AFTER
WEARDOWN
FIG.
-8a-
This con-
The point
A third cal-
TABLE II
6 7
2140.9 -2115 06
781.4
-2115.6
781.4
-1321.1
2964.8
1321.1
642.4
135124.0
fore a uniform load distribution will occur on the after stern tube bearing. To determine the bearing loading
under these conditions a value of weardown of 0.020 inches at the mid -length of the bearing was chosen. Using this value, Y - -20.0 mils, and the influence numbers of
?
(3-(l)
(3- (2)
R
R
stem
tube bearing
- r
= R
7gl
7_? 7
135,547.0 +
-10-
Not only has the forward stern tube bearing become un-
lightly loaded.
3.5
Stem
Bearings
alignment" (3).
5 and 6
decreases.
This results
system does.
bearing No. 5.
Furthermore
Such an increase in
12-
3.6
These may
take the form of a maximum difference in static foreand-aft bull gear bearing reactions
(1)
or maximum and
Looking at
However,
-13-
The
Since assembly
this rise.
to use the changes in reactions due to parallel displacement of the low speed gear bearings
.
following relationships
+ I + I
>2Y5
5 .5 5
= R
33l
+ Ij.,^ +
2.5 2
-14-
ing unloads.
+2.0
Figure 5 is a plot illustrating the effect of misaligning, No. 5 bearing in the system and very vividly
3.7
T
006
r
006
004
0.0
002
-^04
BELOW DATUM ABOVE DATUM (INCHES) SIMULTANEOUS POSITION OFBRGS NO'S &2 WITH RESPECT TO STRAIGHT LINE DATUM
I
FIG. 4
60
50
40
v>
z o
-30
^^
-<
o
UJ cc
o 20
z
<
UJ CD
10
/
\
I i i i l
NO. 2
UNLOAD
1
.008
.006
004
BELOW DATUM
002
0.0
002
004
006
008
(INCHES)
ABOVE
DATUM
-15a-
-i
04
.03
BELOW
DATUM
WITH
SIMULTANEOUS POSITION OF BRGS. NOS. a 2 STRAIGHT LINE DATUM, RESPECT TO NO. 3 BEARING NOT IN SYSTEM
I
FIG.
-15b-
As before, considera-
5.8
Results of Analysis
The system
16-
4.0
4.1
values of bearing reaction influence numbers, which resulted in large variations in bearing loads for only slight
misalignments.
4.2
misalignment
-17-
4.2.1)
Bearing Loading
bearings.
4.2.2)
Gear Alignment
versally accepted.
Table III.
4.2.3)
Setting Tolerances
This
-18-
bearing reaction.
gear.
ment from the designed location is allowed for the lineshaft bearings.
down bearings.
satisfied.
4.2.4)
Operational Wear
4.2.5)
Foundation Flexure
In considering flexure of
If the
foundation structure.
-19-
For
-20-
) .
) )
TABLE III
Shaft Diameter
(inches
Prop.
10
12
14
16
18
Weight
(lbs
.
11,250
15,000
18,500
25,000
35,250
Prop.
Overhang
(inches)
21
24
26
30
34
39.0
43.8
49.4
55.0
61.2
27.0
28.0
32.2
34.0
36.7
11.8
14.0
16.3
18.6
21.0
Gear Weight
(pounds
15,400
23,200
33,000
43,500
55,500
25.0
28.3
31.9
35.5
39.5
3,400
4,500
6,600
8,700
11,100
17.0xl0
32 Oxl
.
(continued)
-21-
) )
Shaft Diameter
(inches
20
22
24
26
28
50
Prop.
Weight
(lbs.
47,500
53,100
61,300
75,800
87,500
106,000
Prop.
Overhand
(inches)
38
43
47
51
55
60
67.3
78.5
80.8
90.8
101.5
112.7
40.0
43.7
47.2
54.8
65.5
75.8
(inches
23.3
25.5
28.0
30.3
32.6
35.0
Gear Weight
(pounds
69,000
83,200
99,500
117,200
136,100
156,500
42.75
46.0
50.3
53.4
56.9
60.4
16,640
19,900
23,440
27,220
31,300
l47.0x!0
l8l.0xl0
235.0xl0
302.0xl0
382.0xl0
-22-
5.0
5.1
In order to keep
The diameters
3)
were ignored.
system components
-23-
r<
I
(A)
*<
I
(B)
X
I
(O
FIG.
-25a-
, .
5)
Initially consider only two, three and four shaft bearing spans, see
Figure 7.
6)
Consider only span length to shaft diameter ratios of 10, 12, 14, 16, and 18. It would have been desirable to go to higher values and perhaps establish a definite upper
limit on span length.
However, the
primary intent f the present study was the establishment of a minimum bearing span criteria. For this purpose the ratios selected were adequate.
5.2
Computer Output
The
2)
J>)
4)
5)
-24-
5.3
For the
While this
is not the only way in which to achieve equal reactions, it was the one which the authors considered more ex-
peditious.
l "
R2
2
Y X
Y x
-25-
in the relationships
- R 131 +
^-l*! +
VA
Wfi
Ion
^~\-o>
" R 2 S 1 + h-2*l +
by reciprocity,
u l-l
2-2'
Knowing the offset necessary to give equal gear bearing reactions, the reactions for all bearings were calculated.
5.4
Comparison Procedure
With the shaft system aligned in this manner, the procedure used for the comparison with allowable values was as
follows:
Condition
supports are
(10) AI^ - + 10.0(I 1;L + I 2-1 )
and
(11) AR 2 = + 10.0(l 1 _ 2 + I
22
-26-
is tnen *i p>
(12)
(AR
AR
10.0(1^
I _ ) 2 2
(15) AR^ -
10.0(1^
+ I
2 _3 )
numbers
Condition II
of intermediate
lineshaft bearings.
(14)
(AR-l
AR
- I * + 10.0(I _ >2 ) 3 1
influence numbers.
Condition III
bearing.
reaction is
(16)
(AR
AR
= -500. 0(I
4-1
- I
4 _2 )
(18) AR 4 = -300.0(I _ ). 4 4
The above equations are for the two span system of Figure 7(a). For those systems with additional spans the appropriate in-
fluence numbers are used and the changes at the other bearings
are calculated.
1)
1.5 diameters.
5.0(1.50D
3)
(R + AR),
2
)
(R
5.0(4.0D
2
)
<
(R
+ AR
4)
<
35.0(4,0D
2
).
mote.
-29-
6.0
6.1
1)
to
6,2
dition III.
This does not mean that shorter spans cannot be used since
First, the
Rp) than
1)
15(1.5D
2
).
2.
approximately the tabulated limit and all other requirements will be satisfied.
6.2
The influence of
number of spans.
6.
Summary
6.5
Application of Results
The
-32-
Additionally the
when
(1-n
of shaft diameter.
Each
use values which would approximate actual system parameters, thereby making the results directly applicable
There is al-
-?4-
TABLE IV
Spans
L /D ms
2545678
18
10
14
14
14
14
14
14
98
14
14
1^ /D
36
42
56
70
84
112
126
140
Spans
W
L L
10
12
16
12 36
12
12
12 72
12
12
96
12
D mc/
32
48
60
84
108
120
L^
-35-
7.0
.7.1
Stem
Tube Bearing
The considera-
Since
-36-
This
adverse effects.
4)
seal operation.
7.2
To
accomplish this it would be advantageous to have the tailshaft to lineshaft flange forward of the bearing.
-37-
During
system where clearing of the reduction gear might be difficult unless sufficient axial distance is allowed for
-38-
8.0
8o1
Background
reference (7).
It is their
Steady shear
(S
(S
are
Al-
-39-
The procedure
periodically.
uy;
or
TT7
E.L.
P.S.
X
N
<
(20)
<
2S
)2
s a
v p Y.P.
(k S
)2X
+
< 2k S
b b>
t sa
E.L.
F7ST
8.2
Stress Concentration
In a shaft under load, the stress level at sharp corners, pits, oil holes, etc., is known to be greater
The theoretical
-40-
applied
For
pattern (9).
Under
Equation 19 takes these effects into account by incorporating the stress concentration factors with the
alternating stresses.
Its application has proven satis-
-41-
(10).
Furthermore,
keyway.
Theoretically,
mean stress and alternating stress, a tailshaft with a definite factor of safety should be the result of applying
equation 20,
in this manner suffer fatigue crack failures in the region of the keyway.
8.3
This is a
Thus the
It is hypothe-
Figure 8(a)
It must be re-
00
sanindwv sssais
ONiivNasnv
_o
r XVW
SS3UJ.S
SS381S
XVw
-4^a-
The
durance limit
It is not difficult to
Hence,
8,4
Application in Design
A statistical study
This
(21)
fTST "
\|
p "
(Maximum Steady Stress) - (Mean Value of Steady Stress) (Maximum Steady Stress)
-46-
9.0
9.1
This is a re-
Unfortunately, such a
-47-
techniques
able.
9.2
parameters available.
Shaft Horsepower
2.
3.
Shaft RPM
Propeller Weight
Propeller Thrust Propeller Overhang
4.
5.
The second set of parameters are design variables and are dependent upon material used and the designer's criteria
and experience.
1.
2.
3.
4.
5.
6.
7.
8.
Desired factor of safety Dynamic factor of safety to account for inertia loading and eccentricity of thrust.
(22 )
Sfl S
521,000 ( SHP)
(1-iT) D^(RPM)
(25)
(1-n lf$$
)D
(24) x '
S ots = K. (S
sa
Is
<
2 5>
b D
;~
p (1-n*) D %
P P
Combining the above with Equation 20 and rearranging results in a sixth order polynomial in diameter as a function
of the known parameters.
-49-
(26)
N(D 5 )
L(D
2
)
+ M - 0.0
where
2(F.S.
(1-n )(E.L.)
"TFT
(F.S,
)W
2
)
+ (642,000 K^SHP/RPM)
N<
642,000(SHP)(F.S.)
(l-n*)(RPM)(Y P
o
To
They
-50<
stress fluctuations
sign stage.
10.0
The power transmission system for a ship is an important, integral part of the propulsion plant.
As such
Specifi-
to .judge the degree of insensitivity should consider the effects of misalignment on allowable bearing pressures
and change in reactions at the reduction gear bearings.
-52-
5.
Maximum span
However , each
cedure of Appendix A.
4.
With thif
-53-
stress.
5.
They will be
REFERENCES
(1)
H. C=
Anderson and JJ, Zrodowski, "Co-ordinated Alignment of Line Shaft, Propulsion Gear and Turbines", Transactions SNAME, I960.
Pemberton and G. P. Smedley, "An Analysis of Recent Screwshaft Casualties", NEC Institution of Engineers and Shipbuilders, Vol, 76, Part 6, April i960.
J. J, Francis and R.A. Woolacott, "The Alignment of Main Propulsion Shaft Bearings", SNAME, New England Section, January 1956.
(2)
H No
(3)
R. E. Koshiba,
(4)
E. T. Antkowiak,
"Calculation of Ship Propulsion Shafting Bearing Reactions for IBM -6 5 p Computer" Boston Naval Shipyard, Development Report No. R-ll, October 1957
Labbert-on and L. S, Marks, "Marine Engineers Handbook", McQraw Hill, New York, 19^5
Do Markle, "Propulsion Shafting Arrangement", NavE. Thesis, Massachusetts Institute of Technology, 196Q.
(5)
J.
M.
(6)
G. Mann and W
(7)
No Ho
Jasper and L. A Rupp, "An Experimental and Theoretical Investigation of Propeller ShaftFailures", Transactions SNAME, 1952.
"Factor of Safety and Working Stress", APM-S2-2, 1928 Grover, S, A Gordon and L. R. Jackson, "Fatigue of Metals and Structures", NAVER 0025-534, U.S. Government Printing Office, 195*1.
(8)
Co
R. Soderberg,
(9)
Ho
J.
"Propulsion Shafting",
DDS 4301,
(11) E
May 1957.
Panagopulos, "Design-Stage Calculations of Torsional, Axial, and Lateral Vibrations of Marine Shafting", Transactions SNAME, 1950
;r-
(12)
H.
L. Seward, "Marine Engineering, Vol. I", Society of Naval Architects and Marine Engineers, New York, 1942.
(13)
"Rules for the Classification and Construction of Steel Vessels", American Bureau of Shipping, New York, 1958.
H.
(14)
Anderson, D. E.Bethune and E. H. Sibley, "Shafting System Programs MGE-402, Programmed for an IBM-704, DF59MSD-202, General Electric Company, April 8, i960.
C.
-56-
APPENDIX
-56a-
APPENDIX A
Hull Parameters
1.
Shaft horsepower
00009000
o
000
ft
hp.
2
3.
RPM
ftftftOOft
ft
RPM
lbs.
Propeller Weight
Thrust
(T
)
.
(W
4
5.
ftooftoooo
ft
ft
ft
ft
lbs.
Propeller Overhang
Overall length
(L
)
(L
XT
ft
ooooo
9
ft
ins.
,
6.
ft
00
ins
Design Parameters
j.
Diameter ra^io
\yi )
oo............oo
(K.,)
.
ft
2.
5.
ft
ft
4.
ft
5.
ft
ft
jpsi
6.
7.
psi
ft
8.
-57-
Connect
Enter Figure A-5 with (K^) and F.S. ) d connect and mark the U-Scale, Connect
this point with (L
)
on V-Scale.
Enter Figure A-4 with A and B, from intersection of A and B follow circle to left-
Connect
Con*
-58-
1.
2.
d-n
4
)
4
)
3. 4.
N - C/(l-n
2 N /4 =
5.
10(l-n
6.
7.
4
)
2 M m N /4
Enter Figure A-6 with L and N and connect with a straight line.
Locate the
Diameter
Divide L
This is only a
-59-
-60-
14
THRUST
13
FACTOR OF SAFETT
YIELD POINT
27 3(FS.)f
Z
[
[[YP)(I-N
124
ii
10
TO
00 RATIO
10
30
-E
40
bO
54
4
-60
^70
=
iE
t-
f80
2-=
E"
|-90
I
Q d
>-
-100
v.X'-*
-60a-
10'*
80
100
-120
140
16
180
O
l0
<
- 200
220
240
260
280
300
320
-340
360
380 400
FIG.
A-
-60b-
4
5
6
7
8
9
10
I
B=
12
13
14 IS
25
<
16
17
18 19
20
2
1
22
23
20o z o o
VI us
24
25
26
27
28
1.5-
29
30
31
32
1.0
1
33
34
35
36
-37
-38
-39
-40
-41
FIG.A-3
-42
-43
-44
-43
46
-60c-
-50
^
~"~"==
"~ __
-
-__
~~j~-
^
--.
~-~^
"^^-.
~^^
""-a
-45
'
^v
^-~.
roes
"E=
~~~~--="" s
--^
~~~~
"~
^^
-,
"^
^-.
^
^
%
-40
-^^
-~--^^
5 60~~^
--.-,
""*"**.
^
"^^
^^ "^
"->.*.
"^
^=v
x v.
"^
^
N;-35
"
~~-~
IT
5 50fc
..
.^ """^^
"^--^
"^-^
L--.
t
45 40
35
30-
FIG.
A-4
^ V NX ^ ^X ^i ^ S ^ ^^^ V N N * ^A% ^V V V \ \ X^ X xtX ^^ ^J-X X X ^ xl a -t ^ ^^ ^ X \ ^^ \ s*V V S ^ v vt\-t \i S ^ v \ "% \ $ v V\ \ "\ ^ N ^ V A V V = A V V ^A n ^ N ^AV X A 4 ^ = ^V v\ t C A ^ r r i ^vv \ a r _ _ A t it A AAA
-^s
^ ^ ^Ip^
s
*^
\
'
Ss
"^
X %- 30
-
N,
-v
*==
~^~~~^=.
"""^.^
^ ^.
25
"^-..^
^~""t
~"~~~
-
"^^^
"^^
---
"^^
~- "~ =
"--s,
S_
--..
"^N^
a-
~~""~---.
"""%;
>
--,
10
r-
\- A-
""N
-.
V A ^ ^ A
V X
J
l.
V 5 4 A ^
'
4 J
I I ^ H
15
10
20
SCALE
-60d-
x 60
-60e-
9.0
8.0
48.0-
7.0
ND
L0
2
+
6.0
5.0
4.0
3.0
=-2.0
200
1.0
o
(A
<
100
-3
-3.0 -5.0
0.0
-20.0
M- SCALE
FIG.A-6
-60f-
APPENDIX B
(6)
and (14).
The only
with both the 704 and 709 programs the machine time
for the 709 is approximately one -fifth that of the
704.
-61-
matrix which appears on that page and in the subsequent use of the matrix inversion.
Sx
02
1 1
0.
d
d d
*
Ao
ft
12
Oo
5
c?4
5
1
l/2 5
d d l4 2 4 ?4
000
R,
on
d_
d, d_ In 2n 3n
1111
cTL*.
*flt>
>a* wm
R.
If we now take the inverse of the coefficient matrix and multiply both sides of the above matrix equation
gives:
-62-
matrix
A,
a a a a ll 12 13 l4 ]
lm
O
0,
a a a a 2l 22 25 24 25
2m
a a a a a 51 52 55 34 35
R,
L
OOO
a 3m
a
a a a a * 4l 42 45 44 45
o
o
4m
4
o
ooo
9 O
<yn
ooo
\
mm
The first two rows of the inverted matrix give the de-
for a unit
-63-
weight
i -
4*5i +
4^2
+ 5*55 + cT a 5 23
+
+
4%
4 a2n
Oo -
^21 +
4 a22
ferences is correct.
-64-
APPENDIX C
1.
If line-
A series of
It is possible to
In this respect
conservative criteria.
RPM Selection
Shaft Horsepower
o 95 D m u.Sfc
or
64 SHP RpM
2.
Dgs
b.
c.
Gear weight
g
- D.
- L,
Lf
AW
- w
p
g
=
(L )D2 Lf
Density of Steel,
lbs. /in.
-67-
Propeller Dimensions
a.
Propeller weight
W
-
b.
Propeller overhang
stern bearing,
c
W r
P
3.
lengths
-68-
E
f
psi.
g
I
*
sec
= Mass moment of inertia of propeller about a diameter (increased 60$ for entrained 2 water) ^ r 1,0 p 2g
7TD
^o"-*
in
L L
^12
x SHP
,
m.-lbs.
J>0%>
for entrained
m T
^6l.34
V^s
(1-t)
-69-
= Thrust deduction.
s P eed in Knots.
VKTS"
SHP
Shaft horsepower.
Weight of shaft per inch
2
ttD
w u
p
pjr-
ST
J
,
-70-
1.
An appli-
quirements.
span criteria; i.e., the minimum span must not be greater than the maximum allowable span required by strength
2.
-71-
Thus
shaft diameter.
components
2J
or
dd)
**$&)
S
c
cases
Speed in knots,
V, ._
20
Thrust deduction, t
-72-
or
(2d) S
- 16.85
(2)(|i) V
(3d)
sa
- 0.05 s
10
^gg)
D
HiOj.lb
"
21
W L
C 2 2
p u P
XT
M
or
oc
2
1
b -
^t^p lp
pV
-73-
-)
was specified:
Class Bs steel:
(at
keyway)
=1.0
1.9
Torsion,
k.
(at
keyway)
IJpon
f *
30\
\
11
T
tH/
I
(L
+ ) + p
o rnl^
+ ) + *(- +
i/f
^
L I?
^
7T 4
or upon rearranging
r 3-1
900EI
L
2
r Hlff 5 *
-74-
These
4,
How-
lineshaft was calculated by assuming that each lineshaft span acts like a built-in beam carrying a uni-
Since oversize
W
21
L-,
e "max
w La
12
-75-
or L
(6d)
2
-g- x 0.188
<w> Le -
orm^H^-
&-&&fy&jf&***{*
LO^
tSHP
IK]
For all cases the following data was assumed:
Class B Steel
10 '
Yield Point
Fatigue Limit
- 30,000 psi
27,000 psi
k.
Torsion,
k,
-76-
< 8d >
e-037F\/^
l,72xl0
^(^)(
4l3X
10 |
+284RPM 2 )
3/T4xlO^/SHPx
Er~
This equation was solved for each of the study systems and
the estimated values of maximum lineshaft span based on
5.
Usually an application
M.y
f - 187.7\|
M.y"
y
deflection, inches
made.
supported beam carrying a distributed lateral load and subjected to a compressive end thrust.
For this beam
configuration it is possible to derive an equation expressing critical frequency as a function of span length
'
'
cpm.
(9d)
hi
^H^V 2.42
x 10
11
""7
D
6,4x10 SHPxL
'
-78-
6.
shaft designs.
Changes in material
value
thesis investigation.
However
<,
-79-
t ,
TABLE V
10
;
12
14
16
18
20
22
24
26
28
30
Length inches
L
600 60
655
675
690
728
770
665
682
712
717
725
VD max
54.5 48.2 4^.1 40.4 38.5 30.8 28.4 27.3 25.6 24.1
Lineshaf t
Max. sparlength, inches (from
strength)
L emax/D
Max. Span Length, inches (from
351
385
J>2
'
420
1
449
476
'
498
*
526
552
574
589
609
25,1
5 ' 28 26 5 24 9 25 9 2
^ 22a
21 * 20 -5
vitrations)
L
469
513
*
556
'
542
'
574
606
525
'
547
768
573
592
emax/D
46 9 42 7 59 8 35 9 31 8 3 5 25 9 22 8 21 8 20 4 19 7
-80-
A method
for the
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ail
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