SSE AST AVA ASE on 79~31 mR Ba ABE FAADAARA SSMAHS ol Sst Ay FASAST AA AAA Optimum Design of Diameters of Marine Propulsion Shafting by Binary-Coded Genetic Algorithm and Modal Analysis Method AGF 248 - MS? Myung-Seo Choi, Deok-Hong Moon and Jong-Ku Seal Key Words : Optimum Design( 3/441), Genetic Algorithm( 4-2 @2] 2}, Modal Analysis Method! =) YY), Propulsion Shafting( +7147), Machine Design(7|74 7}) Abstract | Genetic algorithm is a optimization technique based on the mechanics of natural selection and natural genetics. Global optimum solution can be obtained efficiently by operations of reproduction, crossover and mutation in genetic algorithm, ‘The authors developed a computer program which cam optimize marine propulsion shafting by using binary-coded genetic algorithm and modal analysis method. In order to confinn the effectiveness of the developed computer program, we apply the program to a optimum design problem ‘which is to obtain optimum diameters of intermediate shaft and propeller shaft in marine propulsion shaffing, Objective function is to minimize total mass of shafts and constraints are that torsional vibration stresses of shafts in marine propulsion shafting can not exceed the permissible torsional vibration stresses of the ship classification society. The computational results by the progran were compared with those of conventional design technique. LAME 7\Al, 23, 28, AFA} BS SF BE Sheek AAS] SRE Aalae|ey Asis] ASS ss] ee AM EBS BASE Bele. Te Bal a veale} ziAtopy Bel Se] glele Sa = de F, aA] 20S Ue) Be al ae Sag AMo4 Ba He: eh Asel 7AM FHSS BAlep Vp 4) ant $ wal, et aA AES APD) EME SB et 24) Balle Jeet az} a, aelat Hes sews ads deh Bs} BehI7] WS BEE Beh ole Sages Fopo= a Ast] Hebd RT as} PS] WE. Ss) kee! 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O88 < qd, < O.62dm O7am < dp < 053m Fig, 4 Computational model Table 1 Particulars of propulsion shafing MAIN ENGINE two stroke, Type single acting Number of cylinder 7 Cylinder bore O80 am Stroke 2.200 m ‘Max, continuous output 28,350 «We Max continuous revolution | 102 rpm ‘Mean indicated preseure 19.1 bar Finng order 1634527 Ratio of the connecting rod_| 0.348 Oscillating mass per cylinder | 12,198 kg Crank journal diameter 0870 m Crank pin diameter 870m SHAFT Tntermediate shaft length | 21.650 Propeller shaft length 12,082 am ‘Tensile strength 588 N/m? PROPELLER, ‘Type EPP Number of blades 5 Diameter 7860 m Mass, 50,300 ke Mean Pitch 7.1526 mn AAI EVE ojasdos Bg, zp Alas dda dels loos ayers, $ A949 sel= 26] AG. ep BAW Bal Se 2ogsx10 me) AA. AISLE $9] SWISS AS) eal Alea] S44) SES Ay 29584 eeISS BS AalalsAKNSD, New Sulzer Diesel)¢} $4141 #EAUACS, Intemational Association Classification - 22 -Aas Seb ales Society)e] MAA} s20NimerS BI] BES ath Hiss Zedge] WEWISTSE a SAMA 105% BULA Awd TV a # $82 SRP] GES mea 43 PR|AAt Bap 2442] $3) Aol WAS old Ba Bag wea. Faq SiOz a7\eqaa SATIAT, SAB ANS Ad ass ed ark ake UAH YAS olse}ay, alate] HESS Bes] AYE AeMelitist stratceyS a, AIAS IS Belo so] Te WS Table 3°] PSAATh Table 22=¥e) FUSS] 4 BO) 0.60, ZZIASY A-Yo] Om oH alee ae USE SA] S94 AH] W20kees 7S okt. Aas} daeSS BAA] BS 7 9) 24) Pol gb Aches) Table 39} Gaol] Ath BaAaA) SS Bare] Me, BM Alay WW AAA BRAVE] HEAS WH NYE ‘Table 3 Total mass for diameter design [ka] svaae qerier ee sass |) <2) 725 | 0720 | aves | 070 | 0745 | o7s0 © Tale 25} eh. oe 2.600 ‘Table 2 Setting of parameters Ta Gon ee Popalaion Size ® 610 Maximum Generation 30 O15 lab | be | OBS Crossover probability, 80%. 9.620 _| 90464 | 91006 | 91551 | S210 | 92652] 93211 “Matation probability 1% Fig. SE AHRAS WSS ale ae ey ale] Aa abe Yehestch soxlyy apse, | BARS ae FbS4) Zo] 066m, Sea AS 439) 07a9me|2e, ©) 4 SAS ZS a5) Jeo Sie sosege] a4. “) ‘ciee ineum many ‘Gonosakan Fig, 5 Minimum mass of each generation 44 28 BUSA AZ] 0505, 0.600, 0.605, 0.610, 0615, Osim]: ZED 4 AV-Ze) 0725, 07%, 0735, 070, O75, 17502 HS 7H] BE BS] H ol dats So) ety AEA] AS RS A FAG. Table 34 = AIZDS DIAS S Fig. 62 $230} Z2deso] 492 Aah FASAAA, 3, SISA AA) 0.60Gme]a1, Bt 8459) 32°] 074Ond 4, Sasso} Sake a et ZedaSo) Beh NSaadssas A ad ate]. aaal ad ax} Aga ae AES HISAR USS AIS + It ae} cola spashigeat RSRSRS o] $0 4424) WSSaHS AS a FS AY BAS A4os SPE > WSS SF a sith. 5a ay taal) BAA BA BAA So) 454 zad4 Wad Bday $4] ade A Aalske 32 gas) Sabb AES ohlad qadaeeo aap oe] Wo 3A Se WAALS Sh ea Zend ease. ae pagal] Sas) medags| dag a ARSs ao] ABS) BATS Sh SA 49 ads qasye 4A) aee FONT T #9) 24] Gash] as Sal BAG Be Tao| Algo ERS Belay. - 33 -sg FALaSs SoaguS ee oe pagqg ga agey ‘rose than aloe ee Foinice Spoas (yen) (a) Crank shaft oni = = Eo) 2 a be z Ae OW Gs a aw ae Fe Go) aoa a etabon Sess om (b) Intermediate shaft ‘Sirens [Nenu CW ew a ew mm a a no Raion Speed (prj ( Propeller shaft Fig. 6 Torsional vibration stresses of optimized propulsion shaiting aa 2H LA D. Pelegundu and T. R. Chancrupatla, 1999, “Optimization Conzepts and Appkcations in Engineering”, Prentice Hill, New Jersey. 2.3. S. Rao, 1995, “Engineering Optimization’, Joim Wiley & Sons, New York, 3D. T. Pham and D. Karsboga, 2000, “Intelligent Optimisation Techniques’, Saringer-Vertae, New York, pp. 5I~7. 4M. Gen, R. Cheng, 1997, “Genetic Algorithms And Engineering Design’, Jom wiley & Sons, New York D. B. Goldberg, 1989, “Geneie Algorithms in Search, Optimization, and Machine Learning", Adiisom-Weskey, Massachusetts WHT, MO, “FACTS a $4" Deb, As. 7 ASS, S84, oP, 2000, “ep FSS", QE, Ae. vas), De, aaa, 2000, “Hal aad oe Wee] 7 ately", ast SAeSs E24, ABA, AGS, pp. 128~147, SAS, Q9, BIa, 202, “HAA Hala} 7] BS led Sh ze] ear, dablalatake 29 BU, 1268, ASS, pn 7H~801. 10. EA, SBS, loo, “FAA GAS S 1ST Sala] FES AA Aaa, dale FAIA, 31 14, ALE yp. 66~72. IL 4S4, 298), VN, 1996, “dat dae|S 2 de EAA 7289 Aaa", ap CaDCaMs}s) S291, AL, ASS, yp 2M~ aL. 12. 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