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DNV CG 0039
DNV CG 0039
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DNV AS
FOREWORD
DNV class guidelines contain methods, technical requirements, principles and acceptance criteria
related to classed objects as referred to from the rules.
This service document has been prepared based on available knowledge, technology and/or information at the time of issuance of this
document. The use of this document by other parties than DNV is at the user's sole risk. Unless otherwise stated in an applicable contract,
or following from mandatory law, the liability of DNV AS, its parent companies and subsidiaries as well as their officers, directors and
employees (“DNV”) for proved loss or damage arising from or in connection with any act or omission of DNV, whether in contract or in tort
(including negligence), shall be limited to direct losses and under any circumstance be limited to 300,000 USD.
CHANGES – CURRENT
Changes - current
This document supersedes the December 2015 edition of DNVGL-CG-0039.
The numbering and/or title of items containing changes is highlighted in red.
New introductory section Sec.1 Added new introductory section to align document with
standard DNV lay-out.
Stress amplitude calculation Sec.3 [1] Stress amplitude will be calculated by using computational
based on finite element (FE) fluid dynamics (CFD) and FE simulation as alternative to simple
for high cycle fatigue formula. It has been described in Sec.8 in details.
Propeller blade dynamic loads, Sec.3 [4] Propeller blade dynamic load amplitude will be calculated
Mt factor by using CFD as alternative to simple formula. It has been
described in Sec.8 in details.
High rake propeller blade Sec.3 [9] 10 deg angle is defined as highly raked propeller blade.
definition
Peak stress at low cycle Sec.4 [1] Peak stress at the most highly stresses blade location may
criterion be derived from analysis on the basis of loads from CFD
calculation. Detailed calculation is described in Sec.8.
Max obtainable propeller Sec.4 [2.4] Guidance Description on how to estimate the actual RPM in astern
revolutions (RPM) in astern note condition is given in details in Sec.8. The estimation may be
based on theoretical formula with proof from sea trail and using
CFD simulation with the engine power curve.
Direct assessment of propeller Sec.8 Detailed calculation on how to strengthen the propeller blade.
blade strength based on CFD
and FE
Guideline for documentation of Sec.9 Detailed test and procedure on how to obtain fatigue strength
fatigue properties of propeller of materials.
material exposed to sea water
Rebranding to DNV All This document has been revised due to the rebranding of DNV
GL to DNV. The following have been updated: the company
name, material and certificate designations, and references to
other documents in the DNV portfolio. Some of the documents
referred to may not yet have been rebranded. If so, please see
the relevant DNV GL document.
Editorial corrections
In addition to the above stated changes, editorial corrections may have been made.
DNV AS
CONTENTS
Contents
Changes – current.................................................................................................. 3
Section 1 General.................................................................................................... 6
1 General................................................................................................ 6
DNV AS
Contents
Section 8 Direct assessment of propeller blade strength based on
computational fluid dynamics and finite element................................................. 25
1 General.............................................................................................. 25
2 CFD simulations............................................................................... 25
3 Fatigue strength assement based on finite element analysis (FEA)....29
4 Estimation of maximum obtainable RPM in astern opeartion............. 34
Changes – historic................................................................................................ 45
DNV AS
SECTION 1 GENERAL
Section 1
1 General
1.1 Introduction
DNV-RU-SHIP Pt.4 Ch.5 Sec.1 provides required safety factors and technical requirements to marine
propellers. There are no required methods given in the rules on how to perform strength calculations.
1.2 Objective
The objective of this guideline is to provide methodologies to calculate structural strength of marine
propellers.
1.3 Scope
This class guideline contains procedures and methods necessary for verification of all propellers of
conventional design and arrangement. For propellers not recognized as conventional by the Society, e.g.
surface piercing propellers and cycloidal propellers, the approval will be based on special considerations.
Damage due to impact loads from objects in the water or grounding, etc. may reduce the strength of the
propeller. However, this is not included in this document.
The risk for- and the effect from cavitation erosion are not considered. In general, cavitation that may be
harmful with respect to erosion shall be avoided.
1.4 Application
This guideline applies to conventional propellers required to comply with the Societies' rules DNV-RU-SHIP
Pt.4 Ch.5 Sec.1.
1.5 References
Table 1 lists DNV references used in this document.
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Table 2 Definition of verbal forms
Section 1
Term Definition
shall verbal form used to indicate requirements strictly to be followed in order to conform to the
document
should verbal form used to indicate that among several possibilities one is recommended as
particularly suitable, without mentioning or excluding others
may verbal form used to indicate a course of action permissible within the limits of the document
Term Definition
SN curve a diagram describing the relation between cyclic stress amplitude and number of cycles to
failure
1.6.3 Symbols
ar skew coefficient at considered section [-], see Sec.3 [6]
C width of expanded section at blade root [m] (tunnel thrusters)
CQA maximum obtainable astern torque relative nominal torque [-], see Sec.4 [2.4]
Cr width of the considered expanded cylindrical section [m]
Cratio ratio between width of expanded sections at root and 60% radius [-] (tunnel thrusters)
D propeller diameter [m]
eroot distance between skew line and generatrix at the considered section [m], see Sec.3 [6]
f profile camber at considered section [mm]
Fqf torque induced force [N], see Sec.5 [4.2] (tunnel thrusters)
hm mean pitch ratio [-], see Sec.3 [7.4]
hr pitch ratio at considered section [-], see Sec.3 [7.4]
hs submersion of shaft centre at maximum draft [-], see Sec.4 [2.6]
Hr pitch at considered section [m]
KBA astern bending moment coefficient [-], see Sec.4 [2.3]
Kbm moment arm factor at considered section [-], see Sec.3 [7.2]
Kcorr correlation factor [-] = 0.85. Adjustment factor found during calibration process between beam
theory and finite elements analysis.
Ke effective section modulus coefficient at considered section [-], see Sec.3 [8]
Kf camber correction factor [-], see Sec.3 [8.2]
Km bending moment coefficient at considered section [-], see Sec.3 [7]
Ksk skew correction factor at considered section [-], see Sec.3 [6]
Kstr load correction factor, see Sec.3 [2]
KT thrust coefficient [-], see Sec.3 [7.4]
KTha thrust coefficient at maximum astern bollard power [-], see Sec.4 [2.2]
Kthick correction factor for influence of thickness on fatigue strength [-], see Sec.3 [3] and Sec.5 [1]
(tunnel thrusters)
KQ torque coefficient [-], see Sec.3 [7.5]
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KQA astern torque coefficient [-], see Sec.4 [2.5]
Section 1
Mt fluctuating blade load relative to mean load [-], see Sec.3 [4]
Mth bending moment due to propeller thrust [Nm], see Sec.5 [3] (tunnel thrusters)
Mq bending moment due to propeller torque [Nm], see Sec.5 [4] (tunnel thrusters)
nBA maximum obtainable astern revolutions in bollard condition [1/s], see Sec.4 [2.4]
ncav critical astern revolutions [1/s], see Sec.4 [2.6]
ns propeller revolutions [1/s], see Sec.5 [4.2]
P maximum continuous power [W]
r relative radius at considered section [-] = considered radius/R
rroot relative radius at the root section [-], see Sec.3 [6]
rt radial location of resulting load [-], see Sec.5 [3] (tunnel thrusters)
R propeller radius [m] = D/2
RPM propeller revolutions [1/min]
S safety factor [-] , see DNV-RU-SHIP Pt.4 Ch.5 Sec.1 Table 5
t maximum profile thickness at blade root [mm] (tunnel thrusters)
t0.05c profile thickness at considered section, measured at a relative distance 5% from leading edge [mm]
t0.95c profile thickness at considered section, measured at a relative distance 95% from leading edge
[mm]
t0.8,0.8 profile thickness at 80% radius, measured at a relative distance 80% from leading edge [mm]
tr profile thickness at considered section [mm]
Th propeller thrust [N], see Sec.3 [7.4] and Sec.5 [3] (tunnel thrusters)
2
U fatigue strength amplitude [N/mm ]
2
U1 fatigue strength amplitude at zero mean stress [N/mm ], see DNV-RU-SHIP Pt.4 Ch.5 Sec.1 Table 4
U2 relative reduction of fatigue strength with increasing mean stress [-], see DNV-RU-SHIP Pt.4 Ch.5
Sec.1 Table 4
V maximum ship speed [m/s], corresponding to P
Δw effective wake variation [-]
Z number of blades [-]
π ≈ 3.1416
α effective inflow angle [deg.]
θ pitch angle at root section [deg.] (tunnel thrusters), see Sec.3 [7.3] and Sec.5 [3]
θr pitch angle at considered section [deg.], see Sec.3 [7.3]
ρ density of water, ρ = 1 025 kg/m3 for sea water
2
σ0.8 peak stress [N/mm ] at 80% radius, see Sec.4 [2]
2
σA dynamic stress amplitude [N/mm ]
2
σAll allowable stress [N/mm ], see Sec.5 [1] (tunnel thrusters)
2
σm mean stress [N/mm ], see Sec.3 [5]
2
σy specified minimum yield strength [N/mm ], see DNV-RU-SHIP Pt.4 Ch.5 Sec.1 Table 4
Fa axial blade load in the direction of propeller shaft [N]
Ft lateral blade load perpendicular to the propeller shaft [N]
LMax maximum resulting hydrodynamic blade load [N] during one blade full rotation in the wake field [N]
LMin minimum resulting hydrodynamic blade load [N] during one blade full rotation in the wake field [N]
MtCFD Mt factor calculated from CFD simulation [-]
k' dynamic load scale factor [-]
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mHC high cycle slope in SN diagram [-]
Section 1
2
σFat E7 fatigue strength at 10 milion cyles [N/mm ]
mLC low cycles slop in SN diagram [-]
N number of load cycles [-].
1.6.4 Abbreviations
The abbreviations described in Table 4 are used in this document.
Table 4 Abbreviations
Abbreviation Description
FE finite element
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SECTION 2 BASIC PRINCIPLES
Section 2
1 General
At any section with radius less than the defined root section, bending strength shall be equivalent or higher,
assuming resultant forces to act at 70% of the radius.
The radial distribution of section width and profile thickness shall follow a smooth curve.
Criteria for calculation of propeller blade strength are according to DNV-RU-SHIP Pt.4 Ch.5 Sec.1 [2.2].
DNV AS
SECTION 3 CALCULATION OF HIGH CYCLE STRESSES IN PROPELLER
Section 3
BLADES
where:
In normal ahead operation, the high cycle stress criterion may be written:
As an alternative to applying the analytic formula referred to in the above, dynamic blade stresses, σA
may be derived from FE analysis in combination with CFD analysis and replace the term σm Kstr Mtr in the
formulation above. This is described in Sec.8.
DNV AS
Section 3
3 Correction factor for influence of thickness
Unless otherwise documented, correction factor, Kthick for influence of thickness on fatigue strength of the
section in question shall be found from the two empirical formulae:
Stainless steels:
Other materials:
where tr is actual profile thickness (mm) for the referred location at the section in question.
Kthick shall not be taken higher than 1.0.
4.1 General
The fluctuating blade load due to hydrodynamic loads shall be taken from the following empirical relation,
unless otherwise substantiated:
Alternatively, Mt may be predicted from CFD calculations of the propeller rotating in the wake field in MCR
ahead condition, see Sec.8. For propellers working in a homogenous wake field, requirements to minimum
effective inflow angle given in [4.2] apply.
Predictions based on other recognized hydrodynamic calculation methods may be accepted based on special
considerations when proven to be more conservative for the relevant application.
Unless all significant low cycle load conditions, such as turning / heavy steering condition, crash stop (see
also Sec.4 [1]), operation in waves, etc., are considered additionally, Mt shall not be taken less than 0.50.
Mt is not required to be taken higher than 1.0.
Propellers where wake variation is dominated by homogenous oblique inflow (pulling thrusters, high speed
vessels with inclined propeller shaft, etc.):
where:
α = effective inflow angle, not to be taken less 7 deg. for azimuting thrusters.
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Section 3
All other propellers:
Guidance note:
Effective wake variation comprises the three dimensional wake variation. Prediction of effective full scale wake variation from
a nominal model scale wake field should take into account scale effects, as well as the influence of the working propeller.
Alternatively, conservative assumptions may be applied.
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5 Mean stress
Actual mean stresses in cylindrical sections at root and at 60% radius shall be found from empirically
modified cantilever-beam theory as described in [5] to [8]. The following applies for the calculation of actual
mean stress:
At root section:
where:
eroot = distance (m) between skew line (mid-chord line) and generatrix at the indexed radius, measured
along the cylindrical section. Note that e is positive when skew line is forward of generatrix (see
Figure 1).
At 60% radius:
where:
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rroot = relative radius (as a fraction of propeller radius) at root section, see Figure 1.
Section 3
Figure 1 Skewed propeller (expanded outline)
7.1 General
Simplifying bending axis shall be the chord line of each section, bending moment coefficient is found from:
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3
ρ = density of water (kg/m ), = 1025 for sea water.
Section 3
If Th is not known, KT may be estimated from:
where mean pitch ratio, hm shall be taken from the following relation:
P = maximum continuous power for which the installation shall be approved (W).
8.1 General
Effective section modulus coefficient is estimated from:
where:
t0.05c = profile thickness [mm], measured at a relative distance 5% from leading edge
t0.95 = profile thickness [mm], measured at a relative distance 95% from leading edge
Kf = camber correction factor (-), expressing increase in section modulus due to profile camber, see
[8.2].
Camber correction factor, Kf shall be taken as 1.0 if Ksk (see [6]) is larger than 1.3 at the section in question.
DNV AS
where:
Section 3
f = maximum profile camber [mm] at section in question.
For intermediate values of Ksk (from 1.1 to 1.3), Kf shall be found by linear interpolation.
9 Centrifugal stress
Centrifugal stress is not required to be taken into account for fatigue analysis. However, for highly raked
propeller blades and/or propellers with a tip speed exceeding 60 m/s, the term U2 σm in [1] shall be
corrected for centrifugal stress.
Guidance note:
For blade geometries where local rake angle at any radial position exceeds 10 deg, should be considered as highly raked and
correspondingly be evaluated for possible influence of centrifugal stress on fatigue.
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DNV AS
SECTION 4 CALCULATION OF LOW CYCLE STRESSES IN PROPELLER
Section 4
BLADES
where:
2 Peak stress
2.1 General
Peak stress σpeak during hard astern operation is assumed to act in the region of 80% radius. Stresses shall
be calculated from the following empirical formula:
where:
KTha = thrust coefficient [-] at maximum bollard astern power, see [2.2]
KBA = astern bending moment coefficient [-], see [2.3]
C0.8 = chord length [m] at relative radius of 80%
t0.8.0.8 = profile thickness [mm] at 80% chord length (measured from leading edge), at a relative radius
of 80%
nBA = maximum obtainable astern revolutions (1/s = RPM/60) in bollard condition, see [2.4]
ncav = critical astern revolutions (1/s = RPM/60), above which cavitation is expected to influence stress
level, see [2.6].
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Section 4
2.3 Astern bending moment coefficient
Bending moment at 80% relative radius is represented by the astern bending moment coefficient and found
from the following empirical expression:
where:
CQA = maximum obtainable astern torque as a fraction of maximum forward torque at MCR, to be taken as
1.0 if not known unless otherwise is substantiated
KQA = torque coefficient at maximum bollard astern power, see [2.5].
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where:
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hs = submersion of shaft centre (m) at maximum draft. If not known, hs may be taken as 5D for
Section 4
thrusters, 2D for other propulsion systems.
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SECTION 5 SIMPLIFIED CRITERIA FOR PROPELLER BLADES
Section 5
WORKING IN A TUNNEL
If detrimental windmilling of the propeller during sea passages may occur, it shall be taken into account as an
additional load case.
where:
2 Mean stress
Mean stress at blade root may be calculated from cantilever-beam theory and found from:
where:
2
In the formula above it is assumed that section modulus may be expressed by 0.09 C t .
DNV AS
where:
Section 5
D = propeller diameter [m]
Th = propeller thrust [N]. Th may be taken as 0.12 · P, if not known
P = maximum engine power (W) for which the installation shall be approved
Z = number of blades
rt = radial location of resulting load (as a fraction of propeller radius), to be taken as 0.82 for
controllable pitch propellers and 0.75 for fixed pitch propellers
rroot = relative radius at root section [-]
θ = pitch angle [deg.] at root section (see Sec.3 [7.3] for definition).
4.1 General
Bending moment due to propeller torque is found from:
where:
where:
where:
DNV AS
SECTION 6 FILLETS AND TIP THICKNESS OF PROPELLER BLADE
Section 6
1 Blade root fillets
The local stresses in the blade root fillets shall not exceed 1.2 times the nominal allowable stresses for the
defined root section. For single radius fillets this may be obtained by a fillet radius not less than 75% of the
required thickness of the root section.
For built-up propellers, the stresses in the area between recessed bolt holes shall be considered, allowing
local stress levels as for the blade root fillets.
2 Tip thickness
Blade tip thickness shall be strengthened to withstand relevant low cyclic and high cyclic dynamic loads.
Guidance note:
For propellers intended for propulsion, profile thickness (mm) at 90% radius should not be less than:
t0.6 = required profile thickness at 60% radius. If the section at 60% radius fulfils the high cycle criterion in Sec.3
[1], t0.6 may be taken as actual profile thickness at 60% radius. In general t0.6 may be derived from Sec.3
[5], as the minimum thickness for which the high cycle stress criterion is fulfilled.
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SECTION 7 DYNAMIC LOADING ON PROPELLER HUB AND PITCH
Section 7
MECHANISM
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Unless otherwise is substantiated, dynamic spindle moment transmitted into the pitch mechanism in this
condition shall be taken as:
where:
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Mt = fluctuating blade load relative mean load, see Sec.3 [4]
Section 7
C0.6 = width of expanded cylindrical propeller blade section at 60% radius (m), see also Sec.3 [5]
ΔQspindle = fluctuating spindle torque [kNm].
Fmean is resulting hydrodynamic blade force [kN], to be taken as the vector sum of axial and transverse mean
blade force in normal, ahead operation.
Mean load on the pitch mechanism in this condition shall correspond to predicted servo pressure in the
normal operating condition, see [2].
Guidance note:
The following numbers of cycles are normally considered as realistic:
10
— propellers on ships where propeller pitch is used as load control system of prime mover: 10 cycles
8
— other propellers: 10 cycles.
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DNV AS
SECTION 8 DIRECT ASSESSMENT OF PROPELLER BLADE STRENGTH
Section 8
BASED ON COMPUTATIONAL FLUID DYNAMICS AND FINITE
ELEMENT
1 General
Direct assessment of propeller blade strength may according to DNV rules for propeller blades DNV-RU-SHIP
Pt.4 Ch.5 Sec.1 be accepted when advanced methods are applied. Relevant methods may be computional
fluid dynamics (CFD) calculations for hydrodynamic propeller loads, combined with finite element (FE)
analysis for prediction of corresponding stresses. Such calculations may in principle also be used in
combination with DNV analytic blade strength calculations, as described in the previous sections. Other
alternative calculation methods may be accepted under special consideration if substantially documented.
This section provides guidance on how CFD and FE may be applied to document that propeller loads and
blade stresses are in compliance with DNV rules.
2 CFD simulations
2.1 General
The geometry and CFD model shall be of sufficient detail level and quality to represent the dominating
physical effects needed to predict propeller blade forces including load fluctuations with satisfactory accuracy
for use in detailed stress calculations. CFD calculation shall be performed for the fulll scale propeller and hull
geometries.
2.2 Geometry
The geometry shall represent the as-built design of the hull, relevant appendages and other features that
may influence the result of the analysis.
Features that should typically be included (when present) are:
— hull geometry
— propeller with hub
— propeller nozzle
— shaft
— bracket and struts
— rudder
— thruster housing structure
— any propulsion improvement devices that may influence the results such as:
— wake equalizing ducts
— pre-swirl stator
— vortex generators
— etc.
Other design elements, such as stabilizer fins, bilge keels, propeller boss cap fins should be included when
they may have significance on the results. Any assumptions to such features not considered of importance,
as well as the reason why, should be included in the analysis report.
2.3 Modelling
The model shall be sufficiently extensive to avoid influence from the boundaries on the results of interest.
Boundary conditions shall be selected so that the physics in the far field is representative to calculate
DNV AS
propeller blade hydrodynamic loads. At least one pressure outlet condition should be included to ensure
Section 8
correct static pressure in the model.
The mesh shall be sufficiently refined to resolve expected flow features and the propagation of these features
to a level where the results no longer respond to refinement. A grid sensitivity study should either be made
or justified through reference to previous similar studies.
Typical flow features in need of special attention are large scale separation and vortices from any appendages
or hull details that may be convected to locations at or close to locations within the reach of the propeller
blades. To resolve the boundary layer, a prism layer of sufficient resolution and thickness shall be used
around all no-slip surfaces. The mesh and boundary conditions shall be documented.
Turbulence models and other models directly affecting the field variables should be justified and referred to in
the report.
The propeller shall be modelled as physically rotating in the frame of reference under consideration, and a
sufficiently small time-step capturing the static and dynamic loads should be applied.
A relevant coordinate system shall be defined for the model.
where:
Further:
LMax = maximum resulting hydrodynamic blade load [N] during one blade full rotation in the wake field
LMin = ditto minimum resulting hydrodynamic blade load [N].
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Section 8
DNV AS
Section 8
2.6 Operational conditions
1) Ahead condition:
CFD simulation shall be performed at MCR rating:
— Maximum propeller RPM.
— Corresponding maximum vessel speed.
— For controllable pitch propellers: pitch setting corresponding to maximum power.
— For fixed pitch propellers, the combination of RPM, ship speed and propeller pitch may correspond to
a power consumption different from the specified MCR power. If so, the following procedure may be
followed in order to obtain as realistic blade loads as possible:
— Alter propeller RPM (up to 3%) until specified MCR power is consumed (power identity).
— If propeller power consumption is still different from the specified MCR power, alter the vessel's
speed as necessary until thrust value specified for the MCR condition is obtained (thrust identity).
Substantial deviations from expected thrust / power consumption should be discussed.
For propellers operating in a wake field in which tangential components are dominating (e.g. propellers
with open inclined shafts, propellers for pulling thruster units), the inflow shall be manipulated in order
to obtain the averaged inflow angle of not less than 5°. For azimuthing units, the average inflow angle
shall be minimum 7°.
2) Astern condition:
For propellers where the direction of rotation may be reversed, CFD simulation may additionally be
performed at maximum obtainable astern RPM in a bollard condition (zero vessel speed), in order to
document sufficient blade scantlings also in this condition (typically relevant for dimensions in the outer
radii of the blade).
The maximum obtainable RPM in bollard astern condition may be estimated by CFD in an iterative
process, balancing available engine torque (power) with absorbed propeller torque (power), see also [4].
3) Other operational conditions:
For azimuthing thruster units, thrust reversal during crash stop may as an alternative to reversed RPM
or astern pitching be obtained by turning the units 180°. During such a maneuver, high blade loads may
be experienced, even if torque consumption is moderate, typically when high vessel speed is combined
with high steering angles. For such operation, it may be necessary to calculate a range of power / RPM /
steering angle / vessel speed combinations, depending on the specified crash stop procedure. Possible
system limitations in e.g. power and RPM should be considered.
The effect of extensive cavitation may be included as found relevant.
DNV AS
— description of physical models and justification of their application
Section 8
— mesh characteristics including snapshots of the most important areas
— boundary and initial conditions
— assumptions
— pressure distribution for one blade at relevant circumferential positions
— total wake velocity field including the propeller action in a plane upstream of the propeller, typically at a
distance of 20% of the propeller diameter
— nominal wake data at the propeller location when the propeller is not present
— discussion and justification of the results as well as conclusive remarks.
3.1 General
The objective of the detailed stress analysis is to document that the designed propeller blade has an
acceptable margin of safety against both ultimate and fatigue strength at the design loads, as required by
DNV rules.
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Section 8
Figure 2 Example of FE mesh for propeller blade, including blade root filet and blade foot
— Calculate mean stress σm , which is the sum of the maximum and the minimum stress divided by two.
DNV AS
— Check the stress amplitude σA against the allowable stress amplitude described in Sec.3 [1]. The obtained
Section 8
safety factor shall not be less than required in DNV-RU-SHIP Pt.4 Ch.5 Sec.1 [2.2] for high cycle dynamic
stresses.
DNV AS
4
— If the relevant number of cycles exceeds 10 a fatigue diagram (SN curve) shall be established for the
Section 8
applied propeller material. This may be done assuming log-log SN-curve according to the following
principles (also illustrated in Figure 3):
7
— Fatigue strength for material at 10 cycles is established. Relevant values for fatigue strength may be
found from DNV-RU-SHIP Pt.6 Ch.6 Sec.7 [12.3].
7
— Below 10 cycles, fatigue strength, σFat Ei at relevant is found assuming a slope, mLC [-] = 4.5 in the
log-log SN diagram:
And fatigue strength σFat Ei at the relevant number of cycles is found from:
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Section 8
Figure 3 Illustration of SN curve for propeller materials in sea water
— Include hydrodynamic loads relevant for low cycle evaluation, as derived from the detailed analysis,
similar to what is described for high cycle fatigue.
— Add centrifugal loads for the RPM relevant for the evaluated condition. Effect of gravity is not required to
be included. Note that some guidance is given in [4] on the estimation of the maximum obtainable RPM in
astern bollard condition.
DNV AS
4
— If the considered blade load may be assumed to occur at less than 10 cycles, only peak stresses shall be
Section 8
predicted. For the circumferential blade position with the highest resulting load, the FE analysis shall be
carried out to calculate the corresponding maximum peak stress, σpeak.
— Check maximum peak stress, σpeak against material yield strength as described in Sec.4 [1]. The obtained
safety factor shall not be less than required in DNV-RU-SHIP Pt.4 Ch.5 Sec.1 [2.2.3] for low cycle dynamic
stresses.
4
— In case the considered blade load may occur at a higher number than 10 cycles, the corresponding
stress range shall be established on basis of maximum and minimum load within each load cycle. Stress
amplitude and mean stress are established as for the high cycle condition and checked against relevant
fatigue strength for the corresponding number of cycles (see above). The obtained safety factor shall not
be less than required in DNV-RU-SHIP Pt.4 Ch.5 Sec.1 [2.2.3] for low cycle dynamic stresses.
4.1 General
The following two methods may be used in order to estimate the maximum obtainable RPM for propeller
in astern bollard condition. The maximum RPM may be used for both CFD simulation in astern condition or
when using simple formula to analytically predict the blade peak stress in astern conditions.
As the maximum obtainable astern RPM is found iteratively by balancing propeller torque absorption with
available engine torque at a given RPM, the engine torque (power) limit curve shall be available, or at least
conservatively estimated.
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— Select an initial value for bollard astern rotational speed, RPM0, based on experience.
Section 8
— If no such data exist, RPM0 = 60 nBA with nBA as predicted from Sec.4 [2.4] (repeated here for
simplicity):
Where Ti is the engine torque limit for propeller speed for which the CFD calculation was done (RPMi), and
Qi is the corresponding absorbed propeller torque as derived from the CFD analyses.
— The above steps are repeated until a sufficient balance in torque is obtained.
— Calculate an initial value for bollard astern rotational speed, nBA0 as predicted for nBA in Sec.4 [2.4] with
CQA = 1.0.
— Astern propeller torque, QA and propeller power absorption, P will then according to the analytic
calculation depend on astern RPM as follows:
— When propeller curve is plotted in the same diagram as the engine limitation curve (either as torque or as
power), astern bollard RPM is found where the two curves intersect.
— In the same way, the astern relative torque factor, CQA is found as the ratio of engine torque at the
intersection point relative the MCR torque.
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Engine torque, T0 , at MCR is calculated as follows:
Section 8
Engine power limit curve is available from engine maker.
Propeller diameter, D = 9.0 m.
Number of blades, Z = 4.
Chord length at 80% radius, C0.8 = 2.55 m.
Propeller mean pitch, hm = 10.03 m.
Calculate astern torque coefficient, KQA, as follows:
curve
Plot propeller power absorption curve in same diagram as engine power limit curve, see Figure 4.
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Section 8
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Establish intersection point between propeller and engine limit curves from power diagram.
Section 8
At intersection point propeller speed = 67.4 RPM, power, P = 32 040 kW and torque, T = 4 540 kNm.
Hence: nBA = 67.4/60 = 1.123 rps and CQA = 4540 / 6494 = 0.70.
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SECTION 9 GUIDELINE FOR THE DOCUMENTATION OF FATIGUE
Section 9
PROPERTIES OF PROPELLER MATERIALS EXPOSED TO SEA WATER
1 General
In DNV-RU-SHIP Pt.4 Ch.5 Sec.1 Table 4 default values for fatigue strength of commonly applied propeller
blade materials in a corrosive environment of are given. This guideline describes a relevant test procedure for
how alternative fatigue properties for propeller materials exposed to sea water may be documented.
2 Material
This procedure is applicable for copper-based castings (bronze materials) as well as castings made of
stainless steel. For other metallic materials, the procedure may be relevant with some modifications, and
shall be agreed upon with DNV.
3 Test specimen(s)
Test specimens should be prepared for testing as follows:
— Specimens shall be taken from at least two separate material charges. In order to obtain a reasonably
statistical confidence, a number of 25 specimens is considered relevant for fatigue testing. Additional
specimen for testing of mechanical properties should be prepared.
— Mechanical properties and chemical composition of the specimen shall meet the minimum material
requirements.
— For bronze materials, the specimen may be taken from separately cast test bars with thickness of at least
25 mm.
— For stainless steels, the specimen should be taken from larger castings in order to represent 'integral
casting'. Minimum dimension of casting should be 250 mm.
— For the purpose of fatigue testing, the specimen may be machined down to a minimum cross thickness of
12 mm. Smaller dimensions may be accepted, provided that the size effect is conservatively accounted
for.
— The specimen should be un-notched and may have a surface roughness corresponding to polished
condition.
4 Ambient condition
Ambient conditions during the testing should be recorded and documented. In general the conditions should
comply with the following:
— Prior to fatigue testing a pre-ageing of the specimen in 'sea water' should be carried out. Two weeks of
pre-ageing is considered a minimum.
— 'Sea water' should have a NaCl content of at least 3%, and a pH not lower than 7.5.
— Sufficient air supply should be provided, both during pre-ageing and fatigue testing. Furthermore , the sea
water should be circulated.
— Temperature should preferably be around 20°C, and not less than 15°C.
5 Fatigue testing
— Push-pull testing (axial loading) is preferred.
— Alternatively, bending of flat bars or rotating bending may be accepted, although the stress gradients
during such testing of thin specimen will be significantly higher than in propellers. If so, this effect shall be
corrected for.
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— Testing should be carried out at a minimum of two stress levels. The initial stress level should be selected
Section 9
7
in order to obtain a life time of some 10 cycles. Stress levels may be adjusted in order obtain as high
alife time as practicably possible, and at the same time avoid run-outs. Alternatively, testing may be
carried out according to the 'staircase method', which is considered to be conservative.
— Test frequency should be as low as possible to allow corrosion to take effect, preferably not higher than
5 Hz. Higher test frequency may be agreed upon if alternative procedures are implemented to ensure
sufficient effect of the corrosion. This may be related to length of pre-ageing, salinity of sea water, etc.
6 Fatigue strength
In the DNV rules, fatigue strength for propellers are represented with the parameter U1, which is fatigue
strength in corrosive environment at zero mean stress for 'infinite' number of load cycles (assumed to be
8
5∙10 cycles, for practical purposes). Based on fatigue testing as described herein, U1 may be derived from
the following formulation:
where:
2
σ Fat‐Ex = average fatigue amplitude [N/mm ] derived from testing at zero mean stress (stress ratio,
R = -1), corresponding to NFat-Ex.
7
Test results at stress levels resulting in average lifetime of less than 10 cycles should not be included in the
7
test results, as the slope of the SN curve is assumed to be steeper below 10 cycles.
See also below on how to derive average fatigue amplitude for a representative number of cycles.
NFat‐Ex = selected representative number (target number) of cycles to fatigue. Fatigue test results
will be corrected in order to correspond to this value
CGrd = correction factor for stress gradient during testing
CGrd = 1.25 when test results refer to bending
CGrd = 1.0 when test results refer to axial loading
CSct = correction factor for influence of fatigue test scatter
CSct = 2+ log(25/Ntest), where Ntest is number of fatigue tests
2
σStd = standard deviation of fatigue strength test values [N/mm ] when corrected to correspond
to NFat-Ex, shall not be taken less than 3% of sFat-Ex
XHC = defined slope of SN curve in the high cycle region. Unless otherwise is substantiated, the
following values should be applied:
XHC = 10 for bronze materials
XHC = 4.5 for stainless steel materials. The steeper slope of the SN curve for stainless steel vs.
bronze is chosen mainly to include the effect of possible development of pitting corosion
during long time exposure for sea water.
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Section 9
where:
σ Fat‐Corr = corrected fatigue amplitude [N/mm2] for each test point to be applied in calculation of average
fatigue amplitude
σ Fat‐Test = fatigue amplitude [N/mm2] for each of the test points
NFat = number of cycles until fatigue damage for each test point.
Note that since XHC for stainless steel corrected to include a possible pitting corrosion which is not expected
to be present during fatigue testing, the assumed slope of the SN curve for fatigue test results is taken as a
fixed parameter = 10, in this procedure.
where:
U1m = average fatigue amplitude [N/mm2] derived from testing at a certain mean stress (stress ratio, R in
the range of -0.5 to 0), derived according to a similar procedure as described for U1 above
2
σm = mean stress during testing [N/mm ].
10 Calculation example
A calculation example is presented in Figure 1 and Figure 2, in order to illustrate the procedure described
herein.
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Section 9
Figure 1 Main data
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Section 9
Figure 2 Results from testing
2
Test results at the stress level of 160 N/mm are not included as the achieved average number of cycles to
7
fatigue at this stress level was less than 10 . Hence the remaining number of fatigue test results is 28. Hence
C Sct = 2 + log(25/28) = 1.95.
2
Average value for σ Fat-Ex is calculated from the above values of s Fat-corr to be 134.4 N/mm .
2
Standard deviation σ Std for the σFat-corr values is calculated to be 4.5 N/mm .
Calculation result for U1 is found as follows:
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Section 9
2
U1 = 85.0 [N/mm ].
DNV AS
CHANGES – HISTORIC
Changes – historic
December 2015 edition
This is a new document.
DNV AS
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