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Ocean Engineering
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art ic l e i nf o
a b s t r a c t
Article history:
Received 7 December 2014
Accepted 14 July 2015
Available online 26 August 2015
Most ships use a diesel engine for the propulsion system. Since a diesel engine is operated by the force of
the cylinder from the explosion of the gas, the torsional vibration from the uctuation torque is bigger
than that of other types of engines, such as gas-turbine and electrical propulsion motors. Therefore, the
propulsion shafts in ships frequently fail due to the extreme torsional vibration from diesel engines.
Ships that require high power and revolution speed usually have V-type, 4-stroke diesel engines and
reduction gears to increase the output torque. Therefore, a robust design of the shaft is required for this
type of vessel. In this research, the fatigue stability and life cycles of the shaft are estimated with
Soderberg's safety evaluation method and the linear damage summation law based on the torsional
vibration data. When estimating them, non-standard sailing conditions such as starting the engine and
zigzag maneuvers are included in addition to normal sailing conditions such as straight maneuvers.
& 2015 Elsevier Ltd. All rights reserved.
Keywords:
Rain ow cycle counting
Linear damage summation law
Torsional vibration
1. Introduction
Diesel engines are widely used as low-speed propulsion
engines on ships. Since diesel engines operate from the explosive
force of the cylinder connected to the crank shaft, the vibratory
torque of the diesel engine is larger than that of other types of
engines such as gas turbines and electric motors. Ships that
require high speed and torque usually use V-type, 4-stroke,
high-speed engines, and reduction gear is adopted in order to
obtain high torque. The propulsion shaft of this type of engine can
fracture due to the high torque and speed. Many studies have been
conducted on shaft fractures due to dynamic loads at high-stress
areas such as the llet, chamfer, and keyway.
Okubo et al. (1968) performed the torsional fatigue test with
2 different test keyway shaft specimens with various llet radiuses
of the key and the keyway and suggested stress concentration
factors. The test results showed that the stress concentration factor
of the end of the key was larger than that of the keyway. In
addition, the researchers suggested the stress concentration factor
of the keyway could be modied by decreasing the rigidity caused
by the addition of the keyway to the shaft. Pedersen (2010)
suggested shaping the llet of the keyway in a super ellipse and
found from nite element analysis (FEM) that the stress
http://dx.doi.org/10.1016/j.oceaneng.2015.07.023
0029-8018/& 2015 Elsevier Ltd. All rights reserved.
213
Fig. 1. Telemetry system measuring TV, (a) test setup, (b) schematic diagram of the
telemetry system.
Table 1
Test system.
Test system
Maker
Model
FFT Analyzer
Strain gauge
Telemetry
Tachometer
B&K
MM
Binsfeld engineering Inc.
Monarch instrument
Pulse 3053-B12/0
CEA-06-250US-350
TT 10K-LP
ROLS-P
214
bar
0.14
Back Pressure[bar]
0.12
0.10
0.08
0.06
0.04
80
100
time[s]
kNm
Alternating Torque[kNm]
110
100
90
80
70
60
80
100
time[s]
Fig. 5. Backpressure and torsional vibration at the propeller shaft at the straight
maneuver condition, (a) back pressure, (b) vibratory torque at the propeller shaft.
215
bar
0.14
Back Pressure[bar]
0.12
0.10
0.08
0.06
0.04
0.02
0.00
20
40
time[s]
kNm
Alternating Torque[kNm]
110
100
90
Fig. 8. Vibration velocity of the engine at straight maneuver, (a) transverse, (b) vertical.
80
70
20
40
time[s]
Fig. 6. Backpressure and torsional vibration at the propeller shaft at the zigzag
maneuver condition, (a) back pressure, (b) vibratory torque at the propeller shaft.
Fig. 9. Vibration velocity of the engine at Zigzag maneuver, (a) transverse, (b) vertical.
216
3. Investigation
3.1. Fatigue stability of the shaft
Based on the measured torsional torque, the mean stress and
the alternating stress of the shaft should be calculated to evaluate
the fatigue stability of the shaft. In this research, the mean stress
and the alternating stress are calculated following the procedure
in MIL G 17859D Appendix D (D.o.D, 1993).
The mean stress (Sr) of the shaft from static torque of the diesel
engine can be written as given in Eq. (1) (Fonte et al., 2011)
according to the maximum shear stress theory.
Sr
Fig. 10. The variation of the vibration of the diesel engine, (a) transverse, (b) vertical.
q
K f ;c USc 2 2 UK f ;Ts U Ss 2 ; Sc
Tt
d =4
2
QT
d
; Zt
Zt
16
; Ss
0:1
0:1
0:0019
r=d
r=d
2
; 0:005 r r=d r 0:04; d r 165:1 mm
3
K t;T 1:953 0:1434
0:1
0:1
0:0021
r=d
r=d
4
where K t;B is the ideal stress concentration factor for the bending
moment, K t;T is the ideal stress concentration factor for the
torsion, r is the llet radius, and d is the shaft diameter.
Through Eqs. (3) and (4), the stress concentration factor of the
reduction gear input shaft can be calculated as 4.12 for bending
and 4.093 for torsion.
In Eq. (2), the real stress concentration factor can be obtained
by dening the notch factor, which is dened from 0.0 to 1.0. In a
static load, the notch factor is 0.0 if the stress concentration factor
is ignored, and the real stress concentration factor becomes
1.0 from Eq. (2).
When the material is brittle (elongation o 5%), the stress
concentration factor should be considered even though the load
is static. In this case, a notch factor of about 0.150.25 is applied
(Peterson, 1953). When the maximum stress is calculated with
FEM for the reduction gear input shaft with and without a keyway,
how much stress is increased by adding the keyway to the shaft is
found, as shown in Fig. 13. Assuming that the ratio of the stress for
the shaft with and without the keyway is the stress concentration
factor under the static load, it can be dened as 1.93 based on the
FEM results in Fig. 13 and the notch factor under a static load can
be calculated to 0.3 from Eqs. (2) and (4).
When the load alternates, the stress concentration should be
considered, and the notch factor becomes almost 1.0. The resulting
alternating stress can be written as Eq. (5)
Sar
The notch factor under alternating bending and axial loads can
be represented as given in Eq. (6), and the alternating torsional
load can be represented as given in Eq. (7) (Peterson, 1953)
q
1
; for bending & axial loading
1 =r
1
; for torsional loading
1 0:6=r
2
; 0:005 r r=d r 0:07
q
M
d3
Ta
; Sas
K f ;B Sb 2 2 U K f ;T Sas 2 ; Sb b ; Z
Ss
Z
32
T max
217
Sar
SY SF
r
Fig. 14. Goodman, Soderberg and Gerber Criteria for the Fatigue Stability (SF :
Fatigue limit, SY :Yield stress,SU : Ultimate stress, Sar : Alternating stress,Sr : Mean
stress, S.F: Safety factor).
Max. stress
Fig. 13. Maximum stress for the shaft with keyway estimated by FEM.
218
shaft of the navy vessel is MIL 167-2, Type III (D.o.D, 1976). In MIL
167-2, Type III, the limit of the stress from the vibratory torque is
1/25 of the ultimate tensile stress for steel and 1/6 of the fatigue
limit for nonferrous metal. However, the denition of the maximum stress does not describe whether it is pure torsional or vonMises stress. In addition, there is no denition of the maximum
stress whether stress concentration factor is applied or not.
If the limit of the stress is von-Mises stress and includes the
stress concentration factor, it is a very severe specication. However, it is the opposite if the limit is pure torsional stress and does
not include the stress concentration factor.
IACS M68 (2012) suggested vibratory torsional stress in the
propulsion shafts such as intermediate and propeller shafts as
given in Eqs. (9) and (10), and global shipping registries such as
ABS, DNVGL, and Lloyd also restrict vibratory torsional stress same
as Eqs. (9) and (10)(ABS, 2014; DNVGL, 2014; LLOYD, 2014).
c
c
Fig. 15. Safety factor for straight and zigzag maneuver for a typical ship (a) qs 0
and (b) qs 0.3.
B 160
18
B 160
18
C k C D 3 2 for o 0:9
2
9
10
In Eqs. (9) and (10), c is the allowable limit of the shear stress
in continuously operating condition (Mpa), B is specied minimum tensile strength in Mpa of the shaft material, Ck is factor for
the particular shaft design features ( 1.45/scf), CD is size factor
0:2
( 0:35 0:93 d0 ), do is the shaft outside diameter in mm, scf is
stress concentration factor, is the speed ratio, n is the speed in
revolutions per minute under consideration and n0is the speed in
revolutions per minute of shaft at rated power.
Fig. 16 is the pure shear stress of the reduction gear input shaft
shown in Fig. 1 caused by the torsional vibration and depicted with
the allowance limits of MIL 167-2 Type III and IACS M68 together.
The stress level of the reduction gear input shaft is lower than the
limit of the MIL 167-2 Type III assumed that the specied stress is
the pure shear stress of the shaft and ignored the stress concentration factor. If the stress is dened to include the stress
concentration factor as shown in Fig. 16, the stress level under
almost all conditions(within the 9001350 rpm range) cannot be
satised with the suggested level according to MIL 167-2 A Type
III. When the limit of IACS M68 is applied, the shear stress level at
the maximum speed under the zigzag operating condition is not
satised by the suggested limit. In IACS M68, the maximum
ultimate stress is used until 800 MPa even though the shaft used
the material with ultimate tensile strength over than 800 MPa.
Therefore, this limit is also shown in Fig. 16.
Comparing Figs. 15 and 16, the result for the Soderberg method
agrees with that from IACS M 68 rather than MIL 167-2, Type III.
Fig. 16. Alternating stress for straight and zigzag maneuver for a typical ship.
219
3.4. SN curve
Stress
Stress
In Fig. 19, stress amplitude with 103 cycles and 106 cycles is
necessary to draw the SN curve of the material. The 103cycle stress
can be represented as given in Eq. (16):
b
0
log 0F =S0e
103 f USu ; f F 2 103 ; 0F Su 345 Mpa; b
Su
log 2N e
16
N1
N2
N3
Time
Time
Fig. 18. Schematic diagram for calculating the damage with PalmgrenMiner's
linear damage summation law.
N
X
N1 N2 N3
Ni
Nf 1 Nf 2 Nf 3
N
i 1 fi
11
1
log 10 SY log 10 S0F
3
Se kS0e ka kb kc kd ke kf S0e
17
ka aSbut
18
kb 1:24d
0:107
1:51d
0:157
2:79 od o51 mm
51 o d o 254 mm
12
13
log 10 B 3a log 10 SY
14
m
USF
S0F 1
SY
15
where SY is the yield stress, SF is the fatigue limit under fully reversed
force and SF' is the fatigue limit under the typical mean stress ( m ).
19
20
where 103 is the stress having 103 fatigue life cycles, 0F is the stress
fractured under 1 cycle fully reversal load, Su is the ultimate tensile
strength,S0e is the fatigue limit( 0.5Su) and Ne is the innite life
cycle( 106 Cycles).
Since the material of the shaft is 826M40(nickel chromium
molybdenum steel) and the ultimate tensile strength measured
with the shaft material is 981 MPa, the 103 fatigue life cycles stress
can be calculated as 795 MPa from Eq. (16).
Fatigue limits with 106 cycle stress can be represented as given
in Eqs. (17)(22)
21
22
220
Fig. 20. Soderberg plot for straight and zigzag maneuver at the max. speed for a
typical ship (qs 0), (a) straight maneuver(qs 0), (b) zigzag maneuver(qs 0).
Fig. 21. Soderberg plot for straight and zigzag maneuver at the max. speed for a typical
ship (qs 0.3), (a) Straight maneuver (qs0.3), (b) Zigzag maneuver (qs 0.3).
Table 2
Estimation of the life cycle of the shaft.
PCL
Starting
4
5
6
7
8
9
10
Life time[H]
Straight maneuver
Zigzag maneuver
qs 0
qs 0.3
qs 0
qs 0.3
Innite
Innite
Innite
Innite
Innite
Innite
Innite
Innite
Innite
Innite
Innite
Innite
Innite
Innite
Innite
Innite
Innite
Innite
Innite
Innite
Innite
Innite
Innite
858.3
Innite
Innite
Innite
Innite
Innite
Innite
Innite
16.6
In Fig. 21, the plot moves to the right side when a notch factor
of 0.3 is applied, and the unsafe region in the zigzag maneuver
condition increases.
Table 2 shows the life cycles calculated with the linear damage
summation law for the engine starting, straight, and zigzag
maneuver conditions that include the stress concentration factor
for the mean stress or not. In Table 2, the shaft does not have
innite life cycles under the zigzag maneuver condition at the
maximum sailing speed. In addition, the life cycle that includes the
stress concentration factor for mean stress is decreased about 11
times lower than the life cycle that ignores the stress
221
4. Conclusion
The safety and life cycles of the reduction gear input shaft for
diesel engines were investigated with the Soderberg plot, rain ow
cycle counting, and linear damage summation law for ships. The
following conclusions are derived from this study.
1) When the backpressure in the exhaust pipe of the diesel engine
is dramatically increased depending on the sailing condition, it
can be found that the variations in the torsional vibration,
revolution speed of the shaft and acceleration of the diesel
engine are also increased. Therefore, sailing conditions in
which the back pressure varies dramatically should be minimized and avoided if possible by reducing the ships speed.
2) When the stress concentration factor (qs 0.3) was considered
for static mean stress, the safety factor from the Soderberg
evaluation method decreased 1.1 times, which varied from 1.02
to 0.83, and the life cycles decreased 52 times, which varied
from 858.3 h to 16.6 h.
3) In the zigzag maneuver condition at maximum speed, the
Soderberg safety factor could be less than 1.0 depending on
the sea conditions. When the stress was evaluated with IACS
M68, this condition was unsafe.
4) The Soderberg evaluation method is difcult to apply when the
amplitude of the mean stress and the alternating stress varies
randomly. Evaluating the safety of the shaft with IACS M68 may
be very effective.
5) Estimates of the life cycle with the linear damage summation
law with rain ow cycle counting of the stress data can be used
to evaluate the safety of the shaft and nd how long it can
endure the condition under torsional vibration. Since this