Propeller shafting system

Muhammad Asad Altaf(BME173082)

ABSTRACT
Propeller shafting system is machinery elements which important for ship propulsion. The function of
propeller shafting is to distribute the power from the main engine or main gearbox to shaft propeller.
The rigid coupling system is a type of shafting system which is simpler and most used in ship machinery.
The disadvantage of this coupling is not permitting any misaligned in the mids of coupling to shaft end
and cannot reduce the transmission impact. The torsion that taken out by the main engine will be
causing failure or breaking the coupling, particularly on key and bolt. Damage in coupling is a major
problem because the main engine cannot distribute the power to the propeller. Thus, the ship cannot be
able to move. The goal of this project is to use the proper material with considering the yield strength of
materials. Contact mechanics are considered for the bearing frictions which the shaft using the water-
lubricated seal, which required a durable material against corrosion. According to the results, the
maximum stress which is obtained located on the keyway element when maximum continuous rating
condition. This condition should be damaged the shaft and key Meanwhile the maximum stress which is
obtained under 75% of engine rating condition was in the safety limit.

PRINCIPLES OF SHIP PROPULSION

A ship moves through the water through propelling devices, such as paddle wheels or propellers. These
devices impart velocity to a column of water and moves it in the opposite direction in which it is desired
to move the ship. A force, called reactive force because it reacts to the force of the column of water, is
developed against the velocity-imparting. This force, also called thrust, is transmitted to the ship and
causes the ship to move through the water. The screw-type propeller is the propulsion device used in
almost all naval ships. The thrust developed on the propeller is transmitted to the ship’s structure by the
main shaft through the thrust bearing (Figure). The main shaft extends from the main reduction gear shaft
of the reduction gear to the propeller. It is supported and held in alignment by the spring bearings, the
stern tube bearings, and the strut bearing. The thrust, acting on the propulsion shaft as a result of the
pushing effect of the propeller, is transmitted to the ship’s structure by the main thrust bearing. In most
ships, the main thrust bearing is located at the forward end of the main shaft within the main reduction
gear casing. In some very large ships, however, the main shaft thrust bearing is located farther aft in a
machinery space or a shaft alley. The main reduction gear connects the prime mover (engine) to the shaft.
The function of the main reduction gear is to reduce the high rotational speeds of the engine and allow
the propeller to operate at lower rotation speeds. In this way, both the engine and the propeller shaft
rotate at their most efficient speeds.

Problem Statement
Design two 55mm shafts that are connected by a flanged coupling. The flanges are fitted with 6 bolts on
145mm bolt circle. The shafts transmit a torque of 950N-m at 450 rpm in a boat. For the safe stresses
mentioned below,

Safe shear stress for shaft material = 63 MPa

Safe stress for bolt material = 56 MPa

Safe stress for cast iron coupling = 10 MPa

Safe stress for key material = 46 MPa

Using the standard factor of safety for boats intended for light pleasure service 2.

Fig.1 Flange coupling with 6 bolts

Solution
Table 1 : Proportions of Standard Parallel, Tapered and Gib Head Key