The main turbo-toothed unit, its composition and design.Main turbo gear unit (GTZA) prev. It is a main marine engine operating on a conduit consisting of several turbines (steam or gas), gear train, raaBIoro condenser (for steam turbines) 11 main thrust bearing, which is usually embedded in gear case and fig. 164 is schematically depicted. The three-body rT3A with forward-running steam turbines (TVD, TSD and TND) are connected to each other by steam-transfer pipes – a receiver. Ramie 4. Blend steam from the main pipeline, steam enters first into the theater, giving it part of the kinetic energy, then goes into the TSD and already with less, but still with sufficient keen. tic energy enters the TND. Spent steam coming out. the main condenser, located directly below the low-pressure pump, where, condensing, turns into water used to power the boilers. Turbines – high and medium pressure before! ero of the progress of the TSPDH and TSPDH) -active type; their flow-through part is shown in the form of wheels with two speed steps at the theater and one
coronary wheels in TSD. In addition to the Toro, two disks of the adjusting stage are installed in the inlet of the freshly “arra” in the TVD, which serve to quantitatively regulate the steam inlet to the tour. Steam intake is performed using several groups of sol, each of which has its own cellular valves.The low pressure of the forward stroke turbine (TNDPH) is a two-flow reactive type, its flow part has eight pressure stages. turbine also installed
The main turbo-toothed unit, its composition and design.
low back pressure (TND3x). The second turbine is you. The back pressure is set in the TSTPH housing. Turbines back! ero stroke interconnected receiver. Frames 6 and 4 The rotor shaft of each of the three turbines is coupled with gears 5 to the pain transmitting the rotation by means of a coupling. No gear wheel. The rotation of the wheel shaft is transmitted through the shafting of the propeller shaft 2 and the propeller 1, the thrust force of which is received by the thrust bearing 3 embedded in the gear housing. , To ensure normal operation of the low-pressure turbine, a high vacuum is constantly maintained in the main condenser. (92-97%), t. e. pressure is much lower than atmospheric. Vacuum is provided by the steam condensation process itself and a special air pump sucking the air out of the condenser. Auxiliary condensers are usually vacuum-free, and the steam condensation process in them proceeds at atmospheric pressure to reduce the speed of turbines to an acceptable rowing screws in water. Gears that reduce speed,The main turbo-toothed unit, its composition and design It is accepted to call reactors as opposed to raising gear drives – multipliers. Ship gearboxes can be one- and two-stage. Single-stage transmissions can reduce the rotational speed by 20-25 times, and two-sided gears – by 100-140 times. The most widely used on ships received two-speed gears. A single-stage gearing device with an integrated single-disk thrust bearing is shown in fig. 165. The transfer housing, 14, and the cover 16 are cast from steel. The roof is connected to the gear housing in the r-horizontal plane by means of flanges 20, in which holes for fastening bolts are located. In addition, there is a vertical flange. a second joint dividing the lid into two parts The lid houses the housings 15 of the bearings of the gears; Each gear 13 has its cover; The nose end of the wheel shaft 11 the aft ends of the gears are also closed, with end caps. Hi! f} | The wheel part is closed by a welded steel pallet 21 attached to the body. The large toothed gear wheel of the modular design, Shaft 1 (6 – ribs, 10 from the version) of the wheel, which lies in the support bearings 8, is empty with annular projections on the thickened part. Bolts fasten disks 5, which have three – four symmetrically arranged round cuts for mounting and ease of wheel assembly, to the stand. The rims 3 are attached to the discs with the help of bolts, on the outer surface of which the teeth are cut. For the provision of The rims are fastened with an inserted cast drum 4 at the stern end of the wheel shaft. There is a flange 11 forged along with it, designed to connect the shaft of the wheel to the shaft line, and a thrust flange 12 located in the main thrust bearing. The axial thrust, which arises when the propeller rotates, is transmitted through the main thrust bearing to the ship’s foundation and hull. For this purpose, thrust pads are provided on both sides of the thrust rpe6 – setty, filled with babbitt. When rotating the shafting, the center of pressure perceived by each pillow does not coincide with the center of abutment of its sphere surface into the bearing housing. As a result, a pair of forces is created, its working (resistant) surface will be located at a certain angle to the working surface of the resistant interlock, t. It does not form a wedge oil clearance (oil wedge) on which the retaining ridge rests. Thus, the thrust ridge, without contacting the thrust pads, passes the axial pressure through the oil wedge to the bearing housing. , which rotates the pillow in such a way that In modern gears, both the body and the large teeth. These wheels are usually welded.
The main turbo-toothed unit, its composition and design.
The two main support bearings 8 and the third auxiliary support bearing 9, located behind the thrust bearing, perceive the weight of the gear wheel and the radial forces arising! qie when working gtsa. Thrust bearings have inserts 7, made of two halves, poured over the working surface with babbitt.The main turbo-toothed unit, its composition and design.Oil is fed to the bearings of the wheel shaft through annular channels 2, and then through special tubes inserted into the holes 19, is fed to the bearings of the 15 shaft shafts.The teeth of the wheel are inspected through the windows 17, and the teeth of the gears through the window 14 and the openings of the lid 16. The holes 18 allow you to observe the oil flow. In the gearing considered, the connection of the shafts of the gears with the shafts of the rotors of the turbines is carried out from the nose using fist joints, diameters of gears of the gear. They are designed so that they are inversely proportional to the frequency of rotation of the respective turbines. This makes it possible for all gears to transmit rotation to one main gear, whose shaft, connected by a flange to a shaft with a wire, will have a rotational speed reduced many times. The bolster is usually located on the gear housing and serves to turn the rotors of cold turbines before starting they are steam to avoid deformation of the latter, as well as when inspecting parts of the turbo-tooth. chat unit. The mechanical part of the shaft of the rotator consists of an electric motor and a two-stage worm gear encased in a casing. The shaft of the rotator is connected to one of the gears of the transmission by means of a sliding roller located in the complete hub of the worm wheel of the second stage having a flat end with horizontal cams. its flange fits snugly into the corresponding slots on the gear flange. The motor shaft ° of the rotator is usually reversible to allow the turbo set to turn both forward and reverse, with the rotational speed of the main GTZA being greater than 0.3-1.5 rpm.The main turbo-toothed unit, its composition and design