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FOREWORD
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property and the environment, at sea and onshore. DNV undertakes classification, certification, and other verification and
consultancy services relating to quality of ships, offshore units and installations, and onshore industries worldwide, and
carries out research in relation to these functions.
Classification Notes
Classification Notes are publications that give practical information on classification of ships and other objects. Examples
of design solutions, calculation methods, specifications of test procedures, as well as acceptable repair methods for some
components are given as interpretations of the more general rule requirements.
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of Det Norske Veritas.
CHANGES
General
This document supersedes DNV-CN-41.5, April 2007.
Text affected by the main changes in this edition is highlighted in red colour. However, if the changes involve
a whole chapter, section or sub-section, normally only the title will be in red colour.
Main Changes
Sec.1.2
The references for KQ and ns have been corrected.
CONTENTS
1.
1.1
1.2
2.
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
3.
3.1
3.2
4.
4.1
4.2
4.3
4.4
4.5
4.6
5.
5.1
5.2
6.
6.1
6.2
6.3
1. Basic Principles
1.1 Scope and general instructions
The requirements given in this procedure apply to all propellers of conventional design and arrangement. For
propellers not recognised as conventional by the Society, e.g. surface piercing propellers, cycloidal propellers,
etc. 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 procedure.
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.
1.1.1 Propeller blades
Root section radius is to be taken at the termination of the root fillet, rounded upwards to the nearest 5% of
propeller radius. If the fillets on pressure- and suction side do not terminate at the same radius, the outermost
radius applies (see Fig.1-1).
Figure 1-1
Definition of root section
At any section with radius less than the defined root section, bending strength is to be equivalent or higher,
assuming resultant forces to act at 70% of the radius.
The radial distribution of section width and profile thickness is to follow a smooth curve.
Criteria for calculation of propeller blade strength according to the Rules for Classification of Ships Pt.4 Ch.5
Sec.1 B200 are given in paragraphs 2, 3, 4 and 5.
1.1.2 Propeller hub and pitch mechanism
Methods for how to assess relevant dynamic load conditions for propeller hub and pitch mechanism according
to the Rules for Classification of Ships Pt.4 Ch.5 Sec.1 B300 are given in paragraph 6.
No detailed criteria for stress calculations are specified. Such calculations are to be carried out according to
sound engineering practice.
Fatigue properties for the applied materials shall be chosen on basis of recognised references, taking into
account number of cycles, type of loading, size effects as well as notch sensitivity and influence of surface
roughness.
1.2 Nomenclature
ar
C
CQA
Cr
Cratio
D
er
f
Fqf
hm
hr
hs
Hr
KBA
Kbm
Kcorr
Ke
Kf
Km
Ksk
Kstr
KT
KTha
Kthick
KQ
KQA
Mt
Mth
Mq
nBA
ncav
ns
P
r
rroot
rt
R
RPM
S
t
t0.05c
t0.95c
t0.8,0.8
tr
Th
U
U1
U2
V
w
Z
0.8
A
All
m
y
S = safety factor
U = fatigue strength amplitude.
The stresses referred to are principal stresses.
In normal ahead operation, the high cycle stress criterion may be written:
S<
U1K thick U 2 m
m K str Mt
= safety factor (-), see Rules for Classification of Ships or HSLC Pt.4 Ch.5 Sec.1, Table B2
= fatigue strength amplitude (N/mm2) at zero mean stress (>108 cycles), see Rules for Classification of
Ships, Pt.4 Ch.5 Sec.1 Table B1
Kstr = Load correction factor (-), see 2.2
Kthick = correction factor (-) for influence of thickness on fatigue strength, see 2.3
U2 = relative reduction of fatigue strength with increasing mean stress (>108 cycles), see Rules for
Classification of Ships, Pt.4 Ch.5 Sec.1 Table B1
Mt = fluctuating load relative to mean load (-), see 2.4
m = actual mean stress (N/mm2), see 2.5.
Allowable local stresses in fillets etc. are given in 5.1.
Other materials:
tr
K thick = 1.0 0.1 ln ------
25
where tr is actual profile thickness (mm) for the referred location at the section in question.
Kthick is not to be taken higher than 1.0.
Z 0. 7 V
w
10K T n s D
Unless all significant low cycle load conditions are considered additionally (see also 3.1), Mt is not to be taken
less than 0.50.
Mt needs not to be taken higher than 1.0.
DET NORSKE VERITAS AS
For directly coupled diesel engines running sub-critically in torsion at full speed, it is necessary to increase the
value of Mt based on special consideration.
2.4.1 Effective wake variation
Effective wake variation expresses the change in effective wake between the peripherical locations at which
the propeller blade is exposed to maximum and minimum load, respectively.
Unless otherwise is documented, effective wake variation, w shall be taken as follows:
Propellers where wake variation is dominated by homogenous oblique inflow (pulling thrusters, high speed
vessels with inclined propeller shaft, etc.):
w = 0.05
Where
= not to be taken less 7 deg. for azimuting thrusters.
Otherwise, is not to be taken less than 5 deg.
Twin screw propellers (others than mentioned above) with shaft brackets:
w = 0.4
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.
---e-n-d---of---N-o-t-e---
Where:
aroot = skew coefficient (-) at root section, given as
1
a ro ot = ---- ( 0.15 e 1.0 + e 0.6 2 e root )
D
er = 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 Fig. 2-1).
At 60% radius:
K sk = 1 + 2.5a 0.6
1.5
Where:
a0.6 = skew coefficient (-) at the 60% radius, given as
a 0. 6 =
1
D
( 0 .9 rroot )
( 0 .6 rroot )
e0.9 (negative)
0.9R
Skew line
e 0.6
0.6R
eroot
R root
Generatrix
Figure 2-1
Skewed propeller (expanded outline)
K bm
Z
KQ
sin r + K T cos r
0
.
35
Th
2
ns D4
P
3
2 n s D 5
t0.05c
t0.95
Kf
y K thick
0 .8
= safety factor (-), see Rules for Classification of Ships or HSLC Pt.4 Ch.5 Sec.1 Table B2
0.8 =
KTha =
KBA =
C0.8 =
t0.8.0.8 =
nBA =
ncav =
D5 K Tha K BA
2
2n BA n cav n cav
2
C0.8 t 0.8, 0.8
K BA
CQA P
2 K QA n s D5
CQA = maximum obtainable astern torque as a fraction of maximum forward torque at MCR (to be taken as
1.0 if not known).
KQA = torque coefficient at maximum bollard astern power, see 3.2.4.
nBA need not be taken higher than ns.
3.2.4 Astern torque coefficient
The following empirical expression is to be used for calculation of torque coefficient at maximum bollard
astern power:
C 0.8
K QA = 0.034 + 0.017 Z ---------- h m
D
2
hs
= submersion of shaft centre (m) at maximum draft. If not known, hs may be taken as 5D for thrusters,
2D for other propulsion systems.
ncav is not to be taken higher than nBA.
DET NORSKE VERITAS AS
All K thick
m
= safety factor, see Rules for Classification of Ships or HSLC, Pt.4 Ch.5 Sec.1 Table B2
M th + M q
0.09C t 2
D
Th
P
Z
rt
=
=
=
=
=
Fqf
D Fqf
2Z
ns
C ratio K thick
t
= required profile thickness (mm) at root
Cratio = the ratio between width of expanded sections at root and 60% radius (-).
t0.6 = required profile thickness at 60% radius. If the section at 60% radius fulfils the high cycle criterion in
2.1, t0.6 may be taken as actual profile thickness at 60% radius. In general t0.6 may be derived from 2.5,
as the minimum thickness for which the high cycle stress criterion is fulfilled.
t 0.9 = 2.25 D + 0.25 t 0.6
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
propellers on ships intended for short distance voyages, such as shuttle ferries, or propellers included in DYNPOS
system: 106 cycles
propellers on ships intended for long distance voyages, such as large tankers and container ships: 104 cycles
other propellers: 105 cycles.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
propellers on ships where propeller pitch is used as load control system of prime mover (See E102): 1010 cycles
propellers included in DYNPOS system: 108 cycles
other propellers: 107 cycles.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
propellers on ships where propeller pitch is used as load control system of prime mover (See E102): 1010 cycles
other propellers: 108 cycles.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---