Transactions on the Built Environment vol 11, © 1995 WIT Press, www.witpress.

com, ISSN 1743-3509

Consideration of medium-speed four-stroke engines

in ship vibration analyses
I. Asmussen, A. Muller-Schmerl
GermanischerLloyd, P.O. Box 111606, 20416Hamburg, Germany

Abstract

Vibration problems were recently observed on some ships equipped with me-
dium-speed diesel engines. Measurements revealed in these cases resonance
condition between ignition frequency and H-type vibrations of the engines. As a
consequence the excitation forces transmitted from the engines to the founda-
tions were drastically magnified. A procedure is described how the natural fre-
quency of the corresponding H-type modes can be predicted at the design stage.
The procedure is demonstrated on the example of three vessels. The results
obtained theoretically are verified by measurements. Generally, it was found
that the calculated natural frequencies of the H-modes are in very good agree-
ment with the measured values. It is shown that reliable results can only be
obtained by considering the stiffness of the engine housing. Following this
approach a tool has been developed to predict the natural frequency of the H-
type mode shape of a medium-speed engine with a high degree of accuracy. In
case of danger of resonance, proposals can be given to detune the system, either
by mounting the engine full- or semi-resiliently, or by changing the stiffness of
the foundation.

1 Introduction

As a result of the steady increase in mean effective and firing pressures of me-
dium-speed four-stroke engines, as well as of optimized structures vibration
problems have been observed during operation. In these cases measurements
revealed resonance proximity between the firing frequency and the transverse
vibration mode of the engine on its foundation, the so-called H-type vibration.
Despite the fact that this resonance results in forces introduced into the hull
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368 Marine Technology and Transportation

being significantly magnified dynamically, present dimensioning practice is

restricted to avoiding resonance of local structures.
As it is extremely costly to change the vibration behaviour of the en-
gine/foundation once the vessel is in service, a procedure has been developed
for assessing the risk of resonance at the design stage using the finite element
(FE) technique.
During the past few years comprehensive research work has been carried out
with the aim to realistically simulating the introduction of forces into the hull,
by integrating the engine into the FE model of the hull. This has, however, been
done for slow-speed two-stroke engines only [1] - [3].

2 Typical vibration modes of medium-speed engines

The combustion forces occurring during ignition play a dominant role as exci-
tation source coming from medium-speed four-stroke engines. Due to these
forces, transferred through the crank gear, transversal and vertical forces act on
the engine structure and excite the typical engine vibration modes: the trans-
verse vibration about the longitudinal axis (H-type mode), the torsional vibra-
tion about the vertical axis (X-type mode) as well as the longitudinal vibration
about the transversal axis (L-type mode). While the longitudinal vibration may
be excited by vertical forces, the H-type and X-type vibrations are predomi-
nantly caused by the transverse guide forces. Fig. 1 shows schematically the
combustion forces resulting in the typical engine excitation moments.

guide forces guide forces

H-moment X-moment vertical forces
L-moment

Figure 1: Excitation forces and moments of engines,

It is of particular significance that the H-moment occurring at the firing

frequency is an external moment, which is fully - or dynamically magnified -
introduced into the foundation. The X- and L-moments, on the other hand, are
internal moments, which act externally only through the deformation of the
engine casing. Contrary to slow-speed engines severe L-type and X-type exci-
tations occur very rarely with medium-speed engines. Therefore, H-type vibra-
tions are of particular interest for this type of engine.
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Marine Technology and Transportation 369

3 Procedure for assessing the H-type transverse vibration

mode of the engine/foundation system

In view of the large number of influence parameters it is not possible to offer a

solution in form of estimating formulae. As outlined below, it is also impossible
to consider the engine or the ship's foundation as isolated systems, i.e. to neglect
their interactions. Therefore, a practical procedure is described to predict the
transverse natural frequency of the engine/foundation with the aid of a simple,
three-dimensional FE model. The FE model as well as the calculated H-mode
vibration of the engine/foundation of one of the three ships, which were selected
to demonstrate the procedure here are shown in Fig. 2.

Figure 2: FE model and calculated H-type mode of the engine/foundation.

3.1 Engine idealization

For the idealization of the engine all components characterizing the global stiff-
ness are modelled by plane stress elements of equivalent stiffness and mass
distribution. Components, which have an insignificant effect upon the overall
engine stiffness are only accounted for with respect to their masses. The masses
are partly realized by auxiliary truss elements on the engine's periphery or by in-
creasing the density of the surrounding elements. A realistic idealization of the
complicated cast housing, an exact realization of the mass moments of inertia as
well as a correct modelling of the engine width in conformity with the founda-
tion are of particular significance with regard to the accuracy of the results
obtained.

3.2 Foundation idealization

By numerous variant calculations it has been possible to verify that, normally,
only the double bottom in way of the engine room has to be idealized. It is suf-
ficient to consider the essential structures, such as top plate, inner bottom, shell,
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370 Marine Technology and Transportation

longitudinal and transverse girders etc.. In order to estimate the effect of the
adjacent structures, the model is rigidly supported at the forward and aft engine
room bulkheads in the global directions as well as vertically at the points of
connection of the shell and the frames. The masses of tank contents and hydro-
dynamic masses are in most cases negligible. It is, however, emphasized that
the ship model simplifications described are admissible only, if it is ensured that
the natural frequency of the basic double bottom vibration mode occurs consid-
erably above the H-type eigenfrequency.

4 Application of the procedure to three example ships

Following the principles as outlined, corresponding analyses were performed

for three example vessels and compared with measurements. The ships were
chosen such as to clearly illustrate the effect of different engine and foundation
structures upon the H-type frequencies. In this context, it has to be noted that
ships 2 and 3 are equipped with the same engine, i.e. the effect of the founda-
tion structure upon the frequency will become particularly obvious.

4.1 Calculation of natural vibrations

In a first step the H-type transverse mode of the engines supported on an infi-
nitely rigid foundation was calculated:

Table 1: H-Type eigenfrequencies of engines with infinitely rigid foundation

engine 1 engine 2
eigenfrequency (cps) 41 39

Using a very detailed FE model, the manufacturer of engine 1 calculated the

corresponding mode at 41 cps also. It becomes obvious that the simple engine
model is well suited to calculate the H-type transverse eigenfrequency, but of-
fers only limited information on the exact mode shape because of simplifica-
tions with regard to modelling of partial vibration systems such as the turbo-
charger, for instance.
In a next step the H-type transverse eigenfrequencies of the engines as
mounted on the hull foundations were calculated, see results in table 2. A calcu-
lated H-type vibration mode of one example ship can be seen in Fig. 2.

Table 2: Measured and calculated H-type transverse eigenfrequencies

measured calculated
eigenfrequency (cps) eigenfrequency (cps)
ship 1 33-34 33.9
ship 2 28 29.1
ship 3 25 24.5
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Marine Technology and Transportation 371

An important factor in the assessment of new procedures is the verification

of the calculated values by measurements. The left side of table 2 gives the
eigenfrequencies, determined by extensive measurements conducted by the
engine manufacturer and Germanischer Lloyd.
Fig. 3 shows the transverse amplitude measured on the upper edge of the
cylinder crankcase as a function of the firing frequency. The resonance
frequency obtained from the calculation is drawn into the measured response
curve, showing good agreement.
12.5

20.0 25.0 30.0 frequency [cps]

Figure 3: Measured response function at ignition frequency.

A notable fact, in view of the very similar vibration behaviour of the engines
with infinitely rigid support, see table 1, is the remarkable frequency difference
of the engines support on foundations of finite stiffness (25 to 34 cps). This is
due to the different foundation stiffnesses. The pronounced frequency decrease
in case of flexible foundations clearly shows the significance of the integrated
consideration of engine and foundation.
With respect to the engine stiffness, the transverse vibration behaviour
proves to be very sensitive as well. Variant calculations for the three ships with
the engine being modelled as a rigid body, showed an increase in frequencies in
the range of 20 % to 70 %, depending on the foundation stiffness. A simplified
idealization of the engine as an infmitly rigid body is therefore not possible.

4.2 Calculation of forced vibrations

An attempt was also made to calculate the response of the engine using the
mode superposition method [4]. The evaluation of measured resonance curves,
see fig. 3 for example, made it possible to estimate a damping factor. For the
transverse bending vibration of the main engine a modal damping of 6 % could
be assessed following the theory given in [5]. The response (velocity peak
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372 Marine Technology and Transportation

values) was determined on the upper edge of the crankcase at mid engine due to
excitation by the H-moment.

Table 3: Comparison of calculated and measured amplitudes

\velocity amp itude (mm/s)

in rescmance at IVICR
calculated measured calculated measured
ship 1 50 18 17
ship 2 17 11 15 10
ship 3 14 5 6 6

The fact that the largest deviations occur at the resonance frequency indicates
that the damping factor used in the calculation was somewhat too small.
However, the results do show that the procedure described is suitable to also
estimate the magnitude of engine vibrations excited at firing frequency.

5 Countermeasures in case of resonance proximity

A comparison of the calculated eigenfrequency with the firing frequency reveals
a possible risk of resonance. In resonance proximity the forces introduced into
the foundation and thus into the ship may be magnified dynamically 6 to 9
times. In case of an excitation frequency/eigenfrequency ratio of 0.7 < fexc/^eig.
< 1.3 it is, therefore, recommended to initiate countermeasures in order to
detune the engine/foundation system. Possible measures with respect to the
recommended frequency ranges of a low-vibration design are shown schemati-
cally in Fig. 4. Here the transfer function of a one degree of freedom (H-type
motion of engine) system is plotted.

undercritical design overcritical design

engine rigidly enginerigidlysupported
supported on on weak foundation
stiff foundation or engine mounted
05 semi-resiliently
to
X

engine mounted
full-resiliently

1 1/2
excitation frequency / eigenfrequency
Figure 4: Possible countermeasures to detune engine/foundation vibrations.
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Marine Technology and Transportation 373

The individual measures can be:

5.1 Varying the foundation stiffness

Frequency variation in case of a rigidly mounted engine can possibly be
achieved by modifying the foundation design. An effective undercritical de-
sign of a foundation realizing a safety margin of 30 % requires high, stiff foun-
dations. It appears appropriate only for engines with relatively low firing fre-
quencies. For engines with higher firing frequencies an overcritical design may
be more appropriate. The foundations will then be of a more elastic construc-
tion, so that after passing the resonance a condition with low amplitudes will
occur. However, this method has also its limitations. Apart from possible
strength problems and classification requirements to be observed, it has to be
ensured that the next higher vibration modes will not enter into the excitation
frequency range.

5.2 Engine mounted full-resiliently

An alternative method is to support the main engine elastically on spring ele-
ments, with a view to significantly detune the system of engine and foundation.
A frequency ratio fexcAeig. ^ the range between 2 and 4 is to be aimed at, so
that the magnitude of the forces introduced into the ship will fall drastically
below the static values (vibration isolation). However, the amplitudes at the
engine may increase considerably, so that the connections to other components
have to be installed elastically.

5.3 Engine mounted semi-resiliently

Another alternative is to use a semi-resilient support of the engine [6], see Fig.
5. Compared with the a full-resilient support, it is not so effective, but less
costly. By fitting semi-elastic elements it is possible to decrease the natural
frequency of the H-mode and hence to reduce the forces transferred to the foun-
dation in the order of the static values.
Elastic connections are, as a rule, generally not necessary.
/ engine
bedplate
semi-resilient
element
shock fast
top plate
ship's
foundation

Figure 5: Principle of a semi-resilient mounting.

The countermeasures finally to be chosen for detuning the vibration system

depend on the individual case.
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374 Marine Technology and Transportation

It is pointed out that the procedure to calculate the natural frequency of the
H-mode described can be applied for full-resiliently and semi-resiliently
mounted systems as well. For these cases the stiffness effects of the elastic or of
the semi-elastic supporting elements have to be taken into account. In the
FE models the supporting elements were simulated by beam elements with
corresponding vertical and horizontal stiffness values. For the calculation of the
vibrations of a full-resiliently supported engine the foundation normally need
not be included in the model. Due to the considerable difference in stiffness of
the foundation and the elastic supporting elements, the elasticity of the founda-
tion can be neglected. The stiffness ratio between foundation and elastic
elements should, however, be at least 10.
For the calculation of semi-elastically supported engines this simplification is
not possible. With reference to ship 1 as described in chapter 2.1, two sister
ships were provided with semi-resilient supports (ship la with non-optimized,
ship Ib with optimized elements). Both versions were calculated with the aid of
the procedure described. A comparison of the calculated H-type eigenfrequen-
cies with values obtained by measurements performed by the engine manufac-
turer confirms the reliability of the method.

Table 4: Measured and calculated H-type transverse eigenfrequencies for

semi-resiliently supported engines.

measured frequency (Hz) calculated frequency (Hz)

ship la 26 26.1
ship Ib 23 223

References

1. Mumm, H. & Asmussen, I. Simulation of low-speed main engine excitation

forces in global vibration analyses, Proceedings of the International Con-
ference on Noise & Vibration in the Marine Environment, London, U.K.,
1995.
2. Meinke, K.-D. Qualitative analysis of the coupled vibrations of main engine
and ship hull, Schiffbauforschung 26, 1987 (in German).
3. Donath, G. & Bryndum, L. Vibrations onboard ships induced by the propul-
sion plant, Handbuch der Werften, Vol. XIX, 1988 (in German).
4. Clough, R. & Penzien, J. Dynamic of Structures, Mac Graw Hill, 1975.
5. Nashif, A.D., Jones, D.I.G., Henderson, J.P. Vibration Damping, John Wiley
& Sons, 1985.
6. Lausch, W. Semi-resilient engine mounting system from MAN B&W, Diesel
Gas Turbine Worldwide, U.S.A., 1991.