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be to assign risk factors to each unknown in the specific flywheel design and multiply the resulting factors of safety or, if sufficient data are available, to use a probabilistic or statistical approach [7.6]. Cast iron has often been chosen as a flywheel material on the basis of cost per pound. However, this criterion is valid only if the design constraints on radius and speed dictate a low rim stress. Otherwise the higher strength-to-weight ratio of other materials may make them less expensive. With any cast flywheel there is the possibility of brittleness, of blowholes, and of other casting flaws; shrinkage stresses in the casting must also be controlled. To reduce shrinkage stresses, one-piece flywheels larger than a few feet in diameter are often cast with a split hub, i.e., with each separate arc of the hub allowed to move with the attached spokes. After cooling, the hub is then bolted together using spacer plates. The rim is sometimes cast separately from the spokes, and special care must be taken to design an efficient joint between the two. On flywheels larger than 10 ft in diameter, the rim is sometimes fabricated in two or more sections, usually for transportation reasons. The joint efficiency in these cases can be as low as 30 percent, and so extreme care should be taken in designing the joint. The more efficient designs rely on bow tie or ring shrink-fit connectors placed at the spoke locations. A more advanced study should be made unless the calculated stresses are markedly low; a photoelastic or finite-element model [7.9] might be constructed, for example. Cast steel is stronger than cast iron and is widely used. Flame-cut steel-plate flywheels are relatively inexpensive to manufacture, and their simplicity may make up for their inefficient shape. Flywheels welded from steel plate are inherently stronger than cast flywheels as long as proper care is taken to control flaws and residual weld stresses.
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7.5.2 Safety If the designer can reduce the uncertainty in any of the design unknowns, the necessary factor of safety will be less and a lighter flywheel will result. Design unknowns include (1) material properties, (2) analysis error, (3) loading, and (4) installation. The material properties of the finished flywheel may vary due to welds, porous casting, or lamination flaws.The analysis may have been an elementary beam calculation or a detailed finite-element/fatigue/fracture mechanics study. The input and output loads and speeds may be estimated, calculated, or measured values. The skill or care used in installation may be unknown or well controlled. Improvement in any of these areas will give a better design. Another way to reduce the necessary factor of safety is through testing. Both destructive and nondestructive tests of the material are excellent tools in answering questions about material properties and fabrication technique. The spin test, of course, is the primary proof of the material, fabrication, and design. Although it will not ordinarily answer questions of fatigue or cycled loads, a destructive spin test gives the best indication of the true safety margin. Long-term cyclic life tests are very helpful if a realistic load cycle can be devised. A third way to reduce the necessary factor of safety is to reduce the physical and financial harm that would be caused by a flywheel failure. No matter what material is used, any flywheel will break if it is rotated fast enough. If this failure can be controlled in some way, the design speed of the flywheel can be closer to the failure speed without undue risk. Standard steel rim-type and disk flywheels usually burst into three to six pieces at failure; each piece travels with quite a bit of kinetic energy. One method to control failure is therefore to force a breakup into smaller pieces;
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Downloaded from Digital Engineering Library @ McGraw-Hill (www.digitalengineeringlibrary.com) Copyright 2004 The McGraw-Hill Companies. All rights reserved. Any use is subject to the Terms of Use as given at the website.
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