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No. 41.5
If any person suffers loss or damage which is proved to have been caused by any negligent act or omission of Det Norske Veritas, then Det Norske Veritas shall pay compensation to such person
for his proved direct loss or damage. However, the compensation shall not exceed an amount equal to ten times the fee charged for the service in question, provided that the maximum compen-
sation shall never exceed USD 2 million.
In this provision "Det Norske Veritas" shall mean the Foundation Det Norske Veritas as well as all its subsidiaries, directors, officers, employees, agents and any other acting on behalf of Det
Norske Veritas.
Classification Notes - No. 41.5 3
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V maximum ship speed [m/s], corresponding to P 2.3 Correction factor for influence of thickness
Δw effective wake variation [-] Unless otherwise is documented, correction factor, Kthick for
Z Number of blades [-] influence of thickness on fatigue strength of the section in
π ≈ 3.1416 question is to be found from the two empirical formulae:
α effective inflow angle [deg.]
θ Pitch angle at root section [deg.] (tunnel thrusters), Stainless steels:
see 4.3 (2.7.2) tr
θr Pitch angle at considered section [deg.], see 2.7.2 K thick = 1.0 – 0.05 ln ⎛ ------⎞
⎝ 25⎠
ρ Density of water [kg/m3], = 1025 for sea water
σ0.8 Peak stress [N/mm2] at 80% radius, see 3.2 Other materials:
σA Dynamic stress amplitude [N/mm2]
σAll Allowable stress [N/mm2], see 4.1 (Tunnel thrust- tr
K thick = 1.0 – 0.1 ln ⎛ ------⎞
ers) ⎝ 25⎠
σm Mean stress [N/mm2], see 2.5
σy Specified minimum yield strength [N/mm2], see where tr is actual profile thickness (mm) for the referred loca-
Rules for Classification of Ships or HSLC, Pt.4 tion at the section in question.
Ch.5 Sec.1 Table B1. Kthick is not to be taken higher than 1.0.
2.4 Fluctuating blade load relative to mean load
Mt due to hydrodynamic loads is to be taken from the follow-
2. Calculation of High Cycle Stresses in Pro- ing empirical relation, unless otherwise substantiated:
peller Blades
Z0.7 V
2.1 High cycle stress criterion Mt = Δw
10K T n s D
Dynamic stress amplitudes in the propeller blade are to fulfil
the following criterion: Unless all significant low cycle load conditions are considered
additionally (see also 3.1), Mt is not to be taken less than 0.50.
U Mt needs not to be taken higher than 1.0.
S ≤ -------
σA
For directly coupled diesel engines running sub-critically in
torsion at full speed, it is necessary to increase the value of Mt
σA = dynamic stress amplitude based on special consideration.
S = safety factor
U = fatigue strength amplitude. 2.4.1 Effective wake variation
The stresses referred to are principal stresses. Effective wake variation expresses the change in effective
wake between the peripherical locations at which the propeller
In normal ahead operation, the high cycle stress criterion may blade is exposed to maximum and minimum load, respective-
be written: ly.
U1K thick − U 2 σ m Unless otherwise is documented, effective wake variation, Δw
S< shall be taken as follows:
σ m K str Mt
Propellers where wake variation is dominated by homogenous
The formula is based on a fatigue diagram where: oblique inflow (pulling thrusters, high speed vessels with in-
S = safety factor (-), see Rules for Classification of clined propeller shaft, etc.):
Ships or HSLC Pt.4 Ch.5 Sec.1, table B2 Δw = 0.05α
U1 = fatigue strength amplitude (N/mm2) at zero mean
stress (>108 cycles), see Rules for Classification of Where
Ships, Pt.4 Ch.5 Sec.1 Table B1
Kstr = Load correction factor (-), see 2.2 α = not to be taken less 7 deg. for azimuting thrusters.
Kthick = correction factor (-) for influence of thickness on fa- Otherwise, α is not to be taken less than 5 deg.
tigue strength, see 2.3
U2 = relative reduction of fatigue strength with increas- Twin screw propellers (others than mentioned above) with
ing mean stress (>108 cycles), see Rules for Classi- shaft brackets:
fication of Ships, Pt.4 Ch.5 Sec.1 Table B1 Δw = 0.4
Mt = fluctuating load relative to mean load (-), see 2.4
σm = actual mean stress (N/mm2), see 2.5 All other propellers:
Allowable local stresses in fillets etc. are given in 5.1.
Δw = 0.5
2.2 Load correction factor
The relative dynamic variation in local stress may differ from Note:
the relative dynamic load variation because of variation in Effective wake variation comprises the three dimensional wake
pressure distribution. This is in particular relevant for skewed variation. Prediction of effective full scale wake variation from a
propellers. The stress calculation model takes this into account nominal model scale wake field should take into account scale ef-
using the load correction factor, Kstr, which is to be taken ac- fects, as well as the influence of the working propeller.
cording to the following empirical formula, unless otherwise is ---e-n-d---of---N-o-t-e---
substantiated:
K str = 1 .3 − 0 .25 K sk 2.5 Mean stress
Actual mean stresses in cylindrical sections at root and at 60%
Not to be taken less than 0.7 nor higher than 1.0. radius are to be found from empirically modified cantilever-
Where Ksk is skew correction factor at considered section, see beam theory as described in 2.5 to 2.8. The following applies
2.6. for the calculation of actual mean stress:
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2
ρ n s D5 K bm ⎛ K Q ⎞
σ m = K sk K m K corr Km = ⎜⎜ sin θ r + K T cos θ r ⎟⎟
K e Cr t r
2 Z ⎝ 0.35 ⎠
1 ⎡ C 0 .9 − C root − 2( e 0.9 − e root ) C 0 .6 − C root − 2 ( e 0 .6 − e root ) ⎤ Where mean pitch ratio, hm is to be taken from the following
a 0. 6 = ⎢ − ⎥
D⎣ ( 0 .9 − rroot ) ( 0.6 − rroot ) ⎦ relation:
For negative values of a0.6, a value of 0.0 shall be used. h m = 0.096 h ro ot + 0.666 h 0.7 + 0.238 h 1.0
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f = maximum profile camber (mm) at section in question. 3.2.2 Astern bending moment coefficient
Bending moment at 80% relative radius is represented by the
For intermediate values of Ksk (from 1.1 to 1.3), Kf is to be astern bending moment coefficient and found from the follow-
found by linear interpolation. ing empirical expression:
2.9 Centrifugal stress 0.5 C 0.95 – 0.3 C 0.8 + e 0.95 – e 0.8 2
Centrifugal stress needs normally not be taken into account. C 0.95 ⎛ -----------------------------------------------------------------------------⎞ + 0.0056
⎝ D ⎠
However, for highly raked propeller blades and/or propellers K BA = -----------------------------------------------------------------------------------------------------------------------------
with a tip speed exceeding 50 m/s, the term U2 σm in 2.1 needs 0.047 Z ( D – e 0.95 + e 0.8 )
to be corrected for centrifugal stress.
where the index refers to relative radius.
3.2.3 Maximum astern number of revolutions
3. Calculation of Low Cycle Stresses in Pro-
Maximum obtainable astern number of revolutions in bollard
peller Blades condition is to be found from the empirical expression, if not
otherwise is substantiated:
3.1 Low cycle stress criterion
Propellers for which the turning direction may be reversed are C QA P
to be additionally checked for margins towards blade bending n BA =
in astern operation (3.1 and 3.2). The following criterion is, as 2π ρ K QA n s D5
a minimum, to be fulfilled in astern operation:
CQA = maximum obtainable astern torque as a fraction of
σ y K thick maximum forward torque at MCR (to be taken as
S≤ 1.0 if not known).
σ 0 .8
KQA = torque coefficient at maximum bollard astern pow-
er, see 3.2.4.
S = safety factor (-), see Rules for Classification of
Ships or HSLC Pt.4 Ch.5 Sec.1 table B2 nBA need not be taken higher than ns.
3.2.4 Astern torque coefficient
σ0.8 = peak stress (N/mm2) at 80% radius, see 3.2
The following empirical expression is to be used for calcula-
Kthick = correction factor (-) for influence of thickness on tion of torque coefficient at maximum bollard astern power:
bending strength of the section in question. Kthick is C 0.8
to be taken as 1.0 for stainless steels, and as de- K QA = ⎛ 0.034 + 0.017 Z ----------⎞ hm
scribed for fatigue strength (see 2.3) for other mate- ⎝ D ⎠
rials on basis of actual thickness at 80% chord
length at a relative radius of 80%
3.2.5 Critical astern revolutions
σy = specified minimum yield strength (N/mm2), see Astern number of revolutions above which cavitation is ex-
Rules for Classification of Ships or HSLC, Pt.4 pected to have influence on stress level, is to be estimated from
Ch.5 Sec.1 Table B1 the following empirical expression:
The stresses referred to are equivalent stresses. 1 D
n cav = ---- 26.0 + 2.5 ⎛ hs + ----⎞
3.2 Peak stresses D ⎝ 2⎠
Peak stresses, σ0.8 are assumed to act in the region of 80% ra-
dius. Stresses are to be calculated from the following empirical hs = submersion of shaft centre (m) at maximum draft. If
formula: not known, hs may be taken as 5D for thrusters, 2D
for other propulsion systems.
σ0.8 =
D5 ρ K Tha K BA
C0.8 t 0.8,0.8
2
(
2n BA n cav − n cav
2
) ncav is not to be taken higher than nBA.
3.2.6 Other low cycle dynamic stresses
KTha = thrust coefficient (-) at maximum bollard astern Other low cycle dynamic stresses (see Rules for Classification
power, see 3.2.1 of Ships or HSLC, Pt.4 Ch.5 Sec.1 B201) are to be specially
KBA = astern bending moment coefficient (-), see 3.2.2 considered when applicable. This normally requires detailed
information regarding expected load profile as well as detailed
C0.8 = chord length (m) at relative radius of 80% stress calculations.
t0.8.0.8 = profile thickness (mm) at 80% chord length (meas-
ured from leading edge), at a relative radius of 80%
nBA = maximum obtainable astern revolutions (1/s =
RPM/60) in bollard condition, see 3.2.3 4. Simplified Criteria for Propeller Blades
ncav = critical astern revolutions (1/s = RPM/60), above Working in a Tunnel
which cavitation is expected to influence stress lev-
el, see 3.2.5. 4.1 Blade bending stresses
Propellers working in a tunnel are normally not exposed to sig-
3.2.1 Astern thrust coefficient nificant fatigue loads. This is provided that the propellers are
Thrust coefficient at maximum bollard astern power is to be not in use at significant ship speeds. Additionally, tunnel open-
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ings are assumed to be provided with a reasonable fairing. On duced force is found from:
this basis, only margins towards permanent blade deformation
need to be checked. P
F qf = -------------------------------
The following criterion applies: D
2π n s rt -----------
2
σAll K thick
S≤
σm ns = propeller revolutions (1/s =RPM/60)
S = safety factor, see Rules for Classification of Ships 4.6 Profile thickness at 60% radius
or HSLC, Pt.4 Ch.5 Sec.1 table B2 At the 60% radius, the profile is not to be less than derived
σm = mean stress in blade root section, see 4.2 from the following expression:
σAll = allowable stress, to be taken as specified minimum
yield strength, or 50% of specified minimum tensile
strength, whichever is the least (see Rules for Clas- t 0.6 = 0.7 t Cratio K thick
sification of Ships or HSLC, Pt.4 Ch.5 Sec.1 Table
B1)
Kthick = correction factor for influence of thickness on bend- t = required profile thickness (mm) at root
ing strength of the section in question. Kthick = 1.0 Cratio = the ratio between width of expanded sections at root
for stainless steels, and as described for fatigue and 60% radius (-).
strength in 2.3 for other materials.
Allowable local stresses in fillets etc. are given in 5.1.
4.2 Mean stress
5. Fillets and tip thickness of Propeller
Mean stress at blade root may be calculated from cantilever-
Blade
beam theory and found from: 5.1 Blade root fillets
M th + M q The local stresses in the blade root fillets are not to exceed 1.2
σm =
0.09C t 2 times the nominal allowable stresses for the defined root sec-
tion. For single radius fillets this may be obtained by a fillet ra-
Mth = bending moment due to propeller thrust (Nm), see dius not less than 75% of the required thickness of the root
4.3 section.
Mq = bending moment due to propeller torque (Nm), see For built-up propellers, the stresses in the area between re-
4.4 cessed bolt holes are to be considered, allowing local stress
C = width of expanded section (m) at blade root levels as for the blade root fillets.
t = maximum profile thickness (mm) at blade root.
In the formula above it is assumed that section modulus may 5.2 Tip thickness
be expressed by 0.09 C t2.
Guidance note:
4.3 Bending moment due to propeller thrust For propellers intended for propulsion, profile thickness (mm) at
Bending moment due to propeller thrust is found from: 90% radius is not to be less than:
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