[FINISHED PL FINISHED PLAN 2005 ESHIPS COBIA IMO No. : 9353888 RUTION ‘TIS DRAWING OR DOCUMENT IS THE PROPERTY OF HYUNDAI MIPO DOCKYARD CO, LTO. {AND FT HUST NOT BE PARTIALLY OR WHOLLY COPIED OR USED FOR ANY OTHER PURPOSE \WITHOUT PRIOR WRITTEN PERMISSION OF HYUNDAI MIPO DOCKYARD(HID)- TOIAL( 10 SHEETS TASER a nes- a7 ‘% | cttecken: Y.W.CHO |CALCULATION OF SHAFT ALIGNMENT | wg [ew an | HYUNDAI aol ees Seve ain ea/, CALCULATION OF a wo] e00-007 SHAFT ALIGNMENT [oie wo.] oomes 1. INTRODUCTION ‘THE SHAFT ALIGNMENT CALCULATION HAS SEEN OONE FOR HOT RUNNING AND {COLD STATIC CONDITION OF SHAFTING SYSTEM WITH THE CONSIDERATION OF THERMAL EXPANSION OF REDUCTION GEAR, PROPELLER SHAFT SEARING VITH ITS SEAT AND PROPELLER ECCENTRIC THRUST. 2. THE ALIONNENT 18 OPTIMIZED WITH RESPECT TO THE DISTRIBUTION OF BEARING REACTION FORCE BETWEEN THE SEARINGS. ‘3. THE BEARINGS ARE DEFINED AS SINGLE SEARING SUPPORT POINT ARE LOCATED 1 THE MIDOLE OF EACH SEARING EXCEPT FOR THE STERN TUBE BUSH [BEARING WHERE THE SUPPROT POINT 15 LOCATED 1/3 X PROP. SHAFT DIAMETER. 2. SHAFT ALIGNMENT PROCEDURE 1) BEFORE LAUNCHING 1 AeTER sToNTING an sbeand Toe SybeN AUPE TET INTO THE STERN Fal STERN TUBE BUSH 2+ INSERT THE PROPELLER : ube Juxox up FORCE THE PROPELLER SHAFT ATRUESIONAZED S2851T10h! ShbMMOU.PACE 4/10. S. CHECK THE GAP/SAS BETWEEN THE PROPELLER SHAFT FLANGE AND REDUCTION (GEAR ADJUSTING HEIGHT OF REDUCTION GEAR. 44: CONNECT PROPELLER SHAFT AND REDUCTION GEAR. 5. AFTER REMOVAL OF VACK-UP FORCE, PROPELLER SHAFT BEARING TO BE INSTALLED [BY ADJUSTING OF PROPELLER SHAFT BEARING LOAD. (6. CHECK THE GAP/SAG BETWEEN THE MAIN ENGINE AND REDUCTION GEAR ADJUSTING HEIGHT OF HAIN ENGINE. 7. CONNECT MAIN ENGINE AND REDUCTION GEAR. 18. CHECK THE GAP/SAG BETWEEN THE MAIN ENGINE AND SHAFT GENERATOR FLANGE ADJUSTING HELOKT OF SHAFT GENERATOR. 9. FINALLY CONNECT SHAFT GENERATOR AND REDUCTION GEAR. 5) AFTER LAUNCHING 1 CONFIRM THE SHAFT ALIGNMENT BY HEANS OF JACK UP TEST ON THE PROPELLER ‘SHAFT GEARING AND REDUCTION GEAR BEARING(AT AFT. SIDE) AFLOATING AND COLD CONDITION AND THEN INSERT CHOCK LINER OF PROPELLER SHAFT GEARING.iP 00-007 joe wo-] scone SHAFT ALIGNMENT CALCULATION OF A 3. SHAFT MODELING + REDUCTION GEAR! SCANA VOLOA AGP 175 ‘PROPELLER WEIGHT + 8,742 Ka ‘AD OEOHETRY, Ec wencimeine nnn nnnnnnn nnn — sceggg09eugeaRgaagaecnescaaazge stagger ARES HAAR ESCA RRERSERSERES : su eag SERERENEREEERREREREEREgERS gobvensougne cguagsuscecesgengen Be, Py SERSRNSRSRESR ERE SBRSReRGEaRREs Bg ooiNsweseumsscecscsdegsses e aE 5 g Sr NO WEN GOST OT BEN SERENNTAANERS BD MATERIAL DATA ©) BEARING DATA (0) EXTERNAL LOAD DATA DIST TO Alam DISTR LoN0 BBD or ewe) hla) ‘a5 wits. CORED ye aCALCULATION OF HP WO] _ enn-ao7 SHAFT ALIGNMENT bc wo] zona SHAFTING SCHEMATIC DIAGRAM 4. = 8/6 980. (N03) ekmup pasts te ReclaaFion Gow, LER SHAFT 886 (No.2)sw CALCULATION OF WO] _eoencn? ZN SHAFT ALIGNMENT bie wo. aaroox PROPELLER SHAFT BEARING 5+ CALCULATIONS 1) ELONGATION BY THERMAL EXPANSION + 2H MC XH XK RTI Gnd ERE. (+ COEFFICIENT OF THERMAL EXPANSION ct “0d COEFFICIENT ATER SHE T-BAR 7 as Steer (Sha E70 SEATS 2 pony = H+ HETCHT OF EACH ELEMENT wd Tas TEWPERATURE: AT HOT CONDITTON (+0) TI + TEMPERATURE AT COLD. CONDITION <<) CASBIENT TEMPERATURE. TN ENGINE ROOD 2) HEIGHT OF EACH ELEMENT AT COLD CONDITION © H ESI 3) TEMPERATURE AT; HOT ob) =H EAT FOR Shar ‘BODY OP REDUCTION GEA tfe400, S.Gsls 2500.18 = t i + 9 t2sone [feeA CALCULATION OF Pour wo] 2003-007 SHAFT ALIGNMENT pow wo. 4xzoow003 4) CALCULATION OF EXPANSION AT EACH CASE 4H = Cake (12-TI)4F an) F [EASTON B] AMO. 133, 821 “F* [8 COMPENSATION FACTOR FOR THERMAL EXPANSION 10+ ONE SIDE ELONGATION o 2 3 4 oli 3. 4.626100 ~1.076+01 1.91E101 -1.0601 8.21401 2 -LOMEW1. 9.196401 -B'91E+01 aeceo! ~I'sretae 3 F-RIE101 ~B:91GI01 S.beEta2 -2'eert02 “-eset02 -SOEN0T 6 -BOE+01 -2_9HEI02 2'AIEHC -5LA0EHD ‘Sun 6.116400 -2.116101 7.005401 -5.50E101 1.256402 6) INITIAL ALIONMENT.(REACTION FORCED OF STRAIGHT LINE 9.0m zetseot —4-egreIoe 109.07 0-000 2'2uae-o7 -g'eacO 117. 00) 2g SBME]? FRACTION FORCES = 410,69 KN Ree 1 2 3 4 oFTA CALCULATION OF SHAFT. 2 e Td ALIGNMENT wo vo] ccomccs 2 (AT FULL IMMERSED CONDITION) No. LATERAL (mm) ANGULAR(rad) ree i; iB ee 4 =:850— ~3.0126-04 ‘SUM OF REACTION FOROES = 410.09 Ia 7) CALCULATED ALIGNMENT (REACTION FORCE) ON GIVEN OFFSET BENDING REACTION OHKENT(Na), FOREN) 8) CALCULATION OF ACTUAL BEARING PRESSURE AT HOT RUNNING CONDITION prastne eres 28.08 frasauee aaron) oo VERTICAL OFFSET VARIATION OUE TO THERMAL EXPANSION SFT Bee | Ot80 78 e470 oe [ave ene. urn] 0.200 0 800 oe) o.2s0 =080 ‘ArT onc. 100 on soe [ae-e86. oF 70.800) ~o.70| 200. [we ane. arn] 0-088 0.600 ‘Sue a. 2-008 30 © [evo one. art | _e-oai 621 pve ono. | 0.02! areas 0.071Be 0s-007 cord far wo. WW SHAFT ALIGNMENT CALCULATION OF Ly (way ons Wows Ista ‘er moe 0 toot Seonswoiint * tosh zs RDooro [00-6 [a OF ‘00070 }000-6-| 4, 02 000 foo0-0 | aor] *° 90070 fooo-o [30 ‘90070 | oo0-a | 3, OF (90070 | 000°0-| 3, 02 ow ‘208007 “aeons 8 W| HP 7o0"o faoa-e [a0 800° |ao0o [SOS ‘OO Jono a. oF ooofooo-o [aor] * 84 900°5 000. x 001 ior TaNO9| Inoisesiar: jst iaowg| | sonvtale sonra SoM a Bait SHAFT ALIGNMENT ‘WY — z-1oni-10N er . on vj @ aaWvae Bi \ Le _/ ————e Taw 2 oma NOTLIGNGS INSWNOTW"S CALCULATION OFwe Dy | CoecuLATIOW OF Fae 0] roar SHAFT ALIGNMENT pw x0. “eam 6. JACK UP: METHOD 1 SITION OF HYD. JACK 2) MEASURE OF HTORAULIO JACK LOAD 5) CONVERTING THE HYD. JACK — {ono To eADTION Farce oF Reon, PERTH action Fomee oF 1 Sh08-UP LOND AT COLD CONDITION TOLERANCE +20%0 timer | JACK LOAD, (KN) TO INTER. SHAFT BEARING ~sI0N Factor oe 10% 20% | 30° ox 12.96 tei2 | ts.z0 | is.4s | 0.892 30% | hs.00 te.09 | t9.t4 | 19-31 0-892 vs | 17.25 waz | 19.57 | 20.74 | 0-092 joo x | taes vae5 | ator | 2217 | 0.892