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OPTIMIZATION OF SHELL-
THICKNESS IN MULTILAYER
PRESSURE VESSEL AND STUDY ON
EFFECT OF NUMBER OF SHELLS ON
MAXIMUM HOOP STRESS
Niranjan Kumar
Jadavpur University, Department of Mechanical Engg.,
City-Kolkata, State-West Bengal, ZIP/Zone-700032, Country-India
Abstract:
Multilayer pressure vessel is designed to work under high pressure condition. In this paper, optimization
of thickness of each layer in multilayer vessel is carried out by Genetic Algorithm and then stress
distribution is analyzed under optimum shrink-fit condition. The fatigue life is calculated for shrink-fit
multilayer vessel. Thickness of each vessel is considered as design variable and objective function is
maximum hoop stress through-out the thickness at the given working pressure. Multilayer vessel is
assumed to be constructed by insertion of different vessels with zero interference and zero clearance such
that interface pressure at the mating surfaces is equal to the pressure generated at the same surface due
to interference fit. The mathematical model is derived from basic governing equation of thick cylinder.
The appropriate boundary conditions are applied to each successive layer. Effect of number of shells on
the maximum value of hoop stress is analyzed. Apart from this, effect of overall thickness of pressure
vessel on the effectiveness of multi-layering is brought into focus. Stress distribution and fatigue life for
the obtained thickness of each vessel from Genetic Algorithm is nearer to that obtained from Lagrange’s
multiplier method.
Keywords: Optimization; Multi-layer vessel; Autofrettaged vessel; Shell thickness; Genetic Algorithm;
Fatigue Life; FE Analysis.
1. Introduction
Design of pressure vessel is done with an objective to minimize the maximum value of hoop stress. Various
methods have been used by researchers to decrease the hoop stress. Autofrettaging is the method of reducing the
hoop stress by introducing compressive residual stress within the material. Shrink-fitted multilayer vessel
reduces hoop stress and decrease the difference between maximum and minimum stress value.
Effect of autofrettage has been discussed by X. Huang and T. Moan [Huang and Moan, (2009)]. They analyzed
elastic-plastic autofrettage process considering Bauschinger effect. X. P Huang and W.C. Cui [Huang and Cui,
(2006)] worked together and discussed the effect of Bauschinger effect and yield criterion on autofrettage. But
as far as multilayer vessel is concerned, Bauschinger effect is no more valid, since thickness of each layer
reduces [Hill, (1998)].
Multi-layering of shells is another effective method of reducing hoop stress by introduction of shrink-fit residual
stress. In earlier time, multilayer of pressure vessels was done by helical winding of roll strip on a cylindrical
portion formed by a pipe. But now a day, multilayer vessels are designed by insertion of different cylindrical
vessel by means of interference fit. Construction of multilayered vessel is discussed in [Fryer and Harvey,
(1997)].
This analysis is based on the fact that when working pressure is zero then interface pressure at the mating
surfaces is equal to the pressure generated at the same surfaces due to interference-fit. Amount of interference is
given by H.L.Cox [Brownell and Young, (2009)]. As the working pressure is increased, interface pressure is the
combined effect of working stress and shrink-fit residual stress. In this way, interface pressure is generated at all
the mating surfaces. Then stress-calculation of each layer is done from Lame’s relationship of thick cylinder
subjected to pressure at inner and outer surfaces (interface pressure for all vessels except the outer vessel). The
mathematical formulations were first presented by H.L.Cox in 1936. This is an alternative way to find out the
working stress without finding the amount of interference if the vessel is subjected to shrink-fit. Stress
distribution in shrink-fitted multilayered vessel is the function of loading conditions and thickness of each
vessel. Thus, at given working pressure thickness of each vessel is considered as design variable of Genetic
Algorithm.
2. Mathematical model
Let us consider,
“di, d1, d2… dn-1, dn (=do)” = diameter of ‘n’ successive inter-shell surfaces, (For outermost layer (nth), the co-
ordinate of pressure and diameter is: (pn, dn ) ≡ (po, do)),
pi, po = internal & external pressure respectively,
p1, p2 …, pn-1 = successive interface pressure due to multi-layering,
fq = hoop stress developed at the innermost shell surface due pi & po,
Kr+1 =ratio of outer diameter to inner diameter of (r+1) th shell (dr+1/dr),
b 4* b 2
fr a a p r (fr=-pr, because fr is compressive) (1)
2
r d2
p po
f q po i
F 1 (2)
This is equation of hoop stress due to multilayering.
Where,
F C1 * C 2 * C3 ....* C r * C r 1 .......* C n
,
2
2* K
Cr 1 r 1 d
K r 1 r 1
,&
1 K 2
r 1 dr
Hence, hoop stress varies with the number of layers.
2.3. Determination of Hoop stress on the inner & outer shell surface
Since inner & outer pressure of each multilayer shell is known. So, we can apply Lame’s equation:
pi * d i2 p o * d o2 d i2 * d o2 pi p o
ft * (4)
d o2 d i2 d 2
d o2 d i2
pi & po for each shell is taken as interface pressure at inner & outer mating surface respectively.
2* K 2
Where, C (6)
1 K 2
And interface pressure,
C n r 1
pr ( 1) * ( pi po ) po (7)
Cn
Where, ao and af are decided from ASME code standards. From above number of fatigue cycles can be
calculated.
ro = 297.66 mm
pi = 137.9 MPa
po =0 MPa
Earlier to that it is necessary to obtain the optimum number of shells for which reduction in maximum hoop
stress is effective (Table I).
Fig. 2 Effect of maximum hoop stress at innermost surface with increase in no. of layers
reduction in maximum hoop stress is quite large compared to n>2. So, ‘n’ need to be optimized depending on
application.
Variation of hoop stress for different no. of layer has been obtained from (2) & (6):
K = Variable
K = Const.
(Thickness = const.)
No. of shells
Max. Hoop Stress % Reduction Max. Hoop Stress % Reduction
1 235.8007 - 235.8007 -
2 184.09 22.02 184.7795 21.52
3 169.611 28.15 170.3005 27.78
4 162.7163 30.99 163.4057 30.71
5 158.5794 32.63 159.2689 32.40
Since for n=2, reduction in maximum hoop stress is 22.02 %, while for n=3 this value is 28.15 %. For n>3,
decrease in hoop stress is not effective. Hence n>3 is opted only under severe condition of loading.
Rate of reduction also depends on difference between outside & inside diameter. e.g. for three layer vessel with
different thickness, reduction percent is given in table II.
Table II Effect of total thickness of vessel on the effectiveness of multilayering
From table II, it is obvious that effect of double layering (n=2) is getting reduced from 36% to 2.1% as thickness
of vessel is reduced from 304.8 mm to 12.7 mm respectively. Similar behaviour is observed in case of triple-
layering of vessel. Hence, multilayering is effective for greater value of overall thickness. But at the same time,
overall thickness needs to be minimized so as to prevent material consumption.
a) b)
Fig 3a) & b) Hoop stress distribution for 3-layered vessels with the given thickness (in mm) [(10, 40, 95.26) & (40, 40, 65.26)
respectively]
Based on Lagrange’s -multipliers method, hoop stress distribution (based on (6), & (7)) is plotted in fig (4) and
(5).
Fig. 4 Hoop stress distribution for 2-layered Fig. 5 Hoop stress distribution for 3-layered
Hoop stress distribution is analyzed for optimized thickness of multilayered vessel and then compared with that
of Lagrange’s. Hoop stress distribution for the optimized thickness is validated by FE analysis of multilayered
vessel of the same optimized thickness.
Comparison between optimum hoop stress distribution as obtained from GA, FE and Lagrange’s multipliers
method is shown below (fig. (6) & (7), Table III):
Table III comparison of hoop stress as obtained by means of GA and Lagrange’s multiplier method
From above it is absolutely clear that with increase in number of layers, fatigue life increases. Above plot shows
closeness of fatigue life cycle for the Lagrange’s and GA solution. Though value of Hoop stress as obtained
from GA is slightly greater than that of Lagrange’s, but fatigue life cycle is greater than that as obtained from
later solution (n=3).
Multilayering can be done in more effective way by shrink-fitting each autofrettaged shell of optimized
thickness [Jahed et al, (2006)].
4. Conclusion
In present paper, effect of number of layers on maximum hoop stress throughout the thickness is studied and
stress behaviour under different conditions is brought into focus. Effect of multilayering on fatigue life is also
pointed out. From this work, following conclusions are drawn:
Maximum hoop stress at the innermost surface decreases due to multilayering.
Multilayering of vessel decreases the difference between maximum and minimum hoop stress. Thus
material is safer compared to monobloc or autofrettaged vessel.
Though hoop stress decreases with increase in number of layers, but decrease in hoop stress is more
effective up to n=3. Hence, number of layers used in pressure vessel depends on requirement.
Multilayering is more effective for greater values of overall thickness, but at the same time it needed to be
limited.
Hoop stress at the mating surfaces for the optimized combination of thickness as obtained by GA is closer
to that of Lagrange’s multiplier method.
Hoop stress distribution for optimized thickness is compared with the FE solution under the same condition
of thickness and found to be almost same.
It is clear that fatigue life increases with increase in number of layers. Fatigue life for the GA solution and
Lagrange’s solution is quite nearer.
References
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[2] ASME (2007): An International Code, “ 2007 ASME Boiler & Pressure Vessel Code,” KD-412, pp- 74.
[3] Brownell, Llyod E.; Young, Edwin H. (2009): Equipment Design, Wiley Eastern Limited, Chapter- (15)
[4] Deb, Kalyanmoy (2003):Optimization For Engineering Design, P H I Pvt. Ltd., Chapter - (6).
[5] Fryer, Donald M.; Harvey, John F. (1997): High Pressure Vessels, International Thomson Publishing, Chapter- (5).
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