Degradation of propeller shaft surface during mechanical proccessing

2015 ◽  
Author(s):  
Luba Hajduchova ◽  
Frantiska Peslova ◽  
Petr Stodola ◽  
Jiri Stodola
Keyword(s):  
Propeller Shaft ◽  
Shaft Surface

FE Analysis of hollow propeller shaft using different composite material - A Review study

2012 ◽  
Vol 2 (5) ◽  
pp. 204-205
Author(s):  
Nimesh A Patel ◽  
◽  
Pradip M Patel ◽  
Prof. A. B. Patel Prof. A. B. Patel
Keyword(s):  
Composite Material ◽  
Fe Analysis ◽  
Propeller Shaft ◽  
Review Study

Study of the character and causes of destruction of the cardan shaft of the propeller engine

2019 ◽  
Vol 85 (12) ◽  
pp. 43-50
Author(s):  
D. A. Movenko ◽  
L. V. Morozova ◽  
S. V. Shurtakov
Keyword(s):  
Mechanical Properties ◽  
Chemical Composition ◽  
Yield Point ◽  
Protective Coating ◽  
Fracture Pattern ◽  
Corrosion Cracking ◽  
Tempered Martensite ◽  
Neck Formation ◽  
Static Mechanism ◽  
Shaft Surface

The results of studying operational destruction of a high-loaded cardan shaft of the propeller engine made of steel 38KhN3MFA are presented to elucidate the cause of damage and develop a set of recommendations and measures aimed at elimination of adverse factors. Methods of scanning electron and optical microscopy, as well as X-ray spectral microanalysis are used to determine the mechanical properties, chemical composition, microstructure, and fracture pattern of cardan shaft fragments. It is shown that the mechanical properties and chemical composition of the material correspond to the requirements of the regulatory documentation, defects of metallurgical origin both in the shaft metal and in the fractures are absent. The microstructure of the studied shaft fragments is tempered martensite. Fractographic analysis revealed that the destruction of cardan shaft occurred by a static mechanism. The fracture surface is coated with corrosion products. The revealed cracks developed by the mechanism of corrosion cracking due to violation of the protective coating on the shaft. The results of the study showed that the destruction of the cardan shaft of a propeller engine made of steel 38Kh3MFA occurred due to formation and development of spiral cracks by the mechanism of stress corrosion cracking under loads below the yield point of steel. The reason for «neck» formation upon destruction of the shaft fragment is attributed to the yield point of steel attained during operation. Regular preventive inspections are recommended to assess the safety of the protective coating on the shaft surface to exclude formation and development of corrosion cracks.

Vibration and sound radiation analysis of the final drive assembly considering the gear-shaft coupling dynamics

2016 ◽  
Vol 230 (7-8) ◽  
pp. 1258-1275 ◽  
Author(s):  
Yawen Wang ◽  
Junyi Yang ◽  
Dong Guo ◽  
Teik C Lim
Keyword(s):  
Dynamic Models ◽  
Acoustic Analysis ◽  
Bending Moment ◽  
Moment Of Inertia ◽  
System Dynamic ◽  
Dynamic Responses ◽  
Propeller Shaft ◽  
Hypoid Gear ◽  
Gyroscopic Effect ◽  
Gear Mesh

A generalized dynamic model of driveline system is formulated that includes the coupling effect and gyroscopic moments of the propeller shaft and hypoid gear rotor assembly. Firstly, the dynamic models with only gear-shaft coupling, with only gyroscopic effect, and with both gear-shaft coupling and gyroscopic effect are analyzed and compared. The results show that the combined effects of the gear-shaft interaction and gyroscopic behavior have considerable influence on the system dynamic responses surrounding gear bending resonances, especially for the bearing responses. However, the gear out-of-phase torsional modes still dominate the gear mesh frequency response. Secondly, the influence of pinion bending moment of inertia, propeller shaft stiffness and bearing stiffness on the system dynamic responses are examined. The system responses are then applied to perform further vibration and acoustic analysis for an axle housing structure. Computational results reveal that NVH (noise, vibration, and harshness) refinement can be achieved by tuning the pinion bearing rotational stiffness and pinion bending moment of inertia for the example considered. This study provides an understanding of the interaction between hypoid gear pair and propeller shaft, and can be employed to enhance driveline system design.

Economical Aspects of Cutting Speed Selection When Turning Stepped Parts

1971 ◽  
Vol 93 (4) ◽  
pp. 1113-1119 ◽  
Author(s):  
L. Kops
Keyword(s):  
Cutting Speed ◽  
Minimum Cost ◽  
Turbine Disk ◽  
Constant Speed ◽  
Graphical Form ◽  
Propeller Shaft ◽  
Analytical Comparison ◽  
Speed Selection ◽  
Time Required ◽  
Speed Method

The concept is developed of analytical comparison between two methods of cutting speed selection when cutting stepped parts: the constant rpm method and constant cutting speed method. Formulas for cost and time of machining stepped parts are derived and analyzed for two different examples of stepped parts: short ones with large differences in diameters (turbine disk) and long ones with small differences in diameters (propeller shaft). The results presented in graphical form show the advisable operating regions for the use of one of the two methods considered. The effect of time required to change the rpm on the effectiveness of the constant speed method is examined and the limit of applicability is determined. It is found that a reduction of as much as 1/3 in cost and time may be obtained when the constant speed method is applied in the case of the turbine disk. It is noted also that the minimum-cost speed and minimum-time speed depend on the choice of the method and on the shape of the machined part as well. The conclusions set out the conditions under which the use of the constant cutting speed method is justified.

Optimized Design of Vibration Controllers for Steady and Transient Excitation of Flexible Rotors

1995 ◽  
Vol 209 (3) ◽  
pp. 155-168 ◽  
Author(s):  
P S Keogh ◽  
C Mu ◽  
C R Burrows
Keyword(s):  
Measurement Error ◽  
Controller Design ◽  
Optimized Design ◽  
Rotor Vibration ◽  
Transient Vibration ◽  
Flexible Rotors ◽  
Vibration Attenuation ◽  
Measured Displacement ◽  
Control Forces ◽  
Shaft Surface

Controller designs for the attenuation of rotor vibration are investigated. Disturbance inputs leading to vibration are classified and related to control forces and defined control states. Optimization based on the H∞ norm is then used to minimize the influence of forcing disturbances, modelling error and measurement error. The practicalities of applying the method to an experimental rotor-bearing system, with hardware constraints on controller order, are stated. The controller was implemented experimentally to conduct steady state and mass loss tests. Steady synchronous, non-synchronous and transient vibration attenuation was demonstrated. It was also shown that measurement error, caused by shaft surface roughness, can be incorporated into the controller design without the need to remove the roughness component from the measured displacement signals. If the roughness influence is not included in the design and the uncontrolled vibration is small, unnecessary control forces may result, causing an increase in vibration.

Comparisons between Hullform and Propulsor Combinations for a High-Speed Sealift Ship

2009 ◽  
Author(s):  
Dominic S. Cusanelli ◽  
Michael B. Wilson
Keyword(s):  
High Speed ◽  
Propeller Shaft ◽  
Rotating Shaft ◽  
Mixed Flow ◽  
Scale Evaluation ◽  
Model Scale ◽  
Trade Offs

Designed ‘from the ground up’ for high speed, many trade-offs were made within the hullform parameters of this notional 298 m, 36,000 Long Ton, High Speed Sealift (HSS) ship, in an effort to optimize 39-knot performance. Resistance and powering comparisons are drawn between several hullform and propulsor combinations, considered the most applicable to HSS, which include: conventional 2-screw and 4-screw, open-propeller, shaft and strut; waterjet propulsion (axial and mixed-flow jet hulls); hybrid contra-rotating shaft-pod (twin shafts, twin pods) and dual-pods (twin sets of dual pods). This model-scale evaluation established that 39-knots was achievable by several candidate hullform and propulsor variations on this sealift ship, within the anticipated installed power levels.

Sign in / Sign up

Export Citation Format

Share Document