The oil is cleaned and maintained along with all the oil in the main lubricating system. The lube oil is supplied from the main engine sump. The thrust bearing is flooded with lubricating oil to provide lubrication for all its surfaces. It is composed of eight thrust shoes on each side of the thrust collar which is an integral part of the thrust shaft. The main thrust bearing is of the Kingsbury thrust type. Lubrication of the thrust bearing is from the main lubricating oil system. The bearing is designed for a unit thrust of 300 psi and a propeller thrust of 255,000 pounds which corresponds to 18,500 shaft horsepower. The housing is supported by two wide flanges at the centerline level and by-and-by an integrally cast beam underneath in the longitudinal vertical plane. The main thrust bearing is mounted in its own casing and sits aft of the main reduction gears. The propeller thrust in both ahead and astern directions is absorbed by a pivoted, segmental type thrust bearing located aft of the second reduction. Axial position indicators are provided to permit the operator to monitor turbine rotor position and thrust bearing wear. A positive indication of lubrication is provided by the sight flow indicators.īoth turbines and the reduction gear are also provided with thrust bearings to prevent axial motion of the turbines and gears. Locking screws are provided to prevent rotation of the bearing shells in the casing. They are arranged so that the bottom halves can be rolled out without removing the shafts, after the weight of the shafts has been taken off the bearings by a lifting device. The bearing shells are made of steel, lined with Babbitt and split in halves. Main Reduction Gear: Rotor Assembly, showing quill shaft Main Engine BearingsĮach rotor, gear and pinion is supported by two sleeve bearings of cylindrical type. Since the double helical gears have two sets of teeth at complimentary angles, end thrust is prevented The use of double helical gears as opposed to a single reduction gear, reduces shock in the gear train. Quill shafts are also used between the first and second reductions to obtain flexibility. The utilization of quill shafts and couplings in this manner effectively divides the gear elements into three component parts, each of which can be handled separately. Connection between the first and second reductions is made by means of quill shafts which extend through the hollow, bored low speed pinions and attached at the after ends. The first reduction elements are located at the forward end of the unit, ahead of the main gear wheel where they are attached to the turbine. In this design, the three gear trains high pressure first reduction low pressure first reduction and second reduction are each contained in a separate portion of the gear housing. The reduction gear unit is of the articulated, double helical, double reduction type.