SHIP STRUCTURAL VIBRATION ANALYSIS

Ship hull vibration assessment

Made by: Ibrahem Mohammed Azab Salem

Presented to:
Professor: Soren Ehlers

iprahemazab13@gmail.com
[Email address]
Ibrahem M.Azab ship hull vibration assessment
Table of Contents

Introduction ............................................................................................................................................................................ 1
the key aspects and steps to be considered for a ship structure vibration assessment using analytical, beam-based, and
numerical analysis. .................................................................................................................................................................. 2
The main three steps to assess the vibration of the ship structure are: ............................................................................ 2
first: the key aspects and steps for calculation of the eigen frequency of the ship structure global and local. ............ 2
Second: calculation of frequencies and amplitudes arise from exciting forces induced vibrations: ............................. 2
ls-dyna: .................................................................................................................................................................................... 4
Steps for creating 3D model and analysis: .......................................................................................................................... 4
Implicit LS-Dyna simulation for stiffened panel: ..................................................................................................................... 4
model specifications: .......................................................................................................................................................... 4
Results for the stiffened panel: ....................................................................................................................................... 5
Implicit LS-Dyna simulation of your cantilever beam with a mass at the end and comparison to calculation according to
Dunkerly: ................................................................................................................................................................................. 5
model specifications: .......................................................................................................................................................... 5
Presentation of solutions for the three questions provided via a PDF:.................................................................................. 6
Table of figures ..................................................................................................................................................................... 10
Table of tables ....................................................................................................................................................................... 10
References ............................................................................................................................................................................ 10
Appendix 1: ........................................................................................................................................................................... 11

Introduction
The objective of the vibration analysis is to investigate the ship vibration performance at
intended service conditions. Therefore, the loading conditions, such as full load condition and
ballast condition, in which the ship operates at ship design speed, will be the focus of the
vibration analysis. In addition, it is often desirable to investigate the sea trial condition for the
purpose of calibrating calculated numerical results with measurements. This report is discussing
the following topics:
1. The key aspects and steps to be considered for a ship structure vibration assessment using
analytical, beam-based, and numerical analysis.
2. ls-dyna.
3. Implicit LS-Dyna simulation for stiffened panel.
4. c. Implicit LS-Dyna simulation of your cantilever beam with a mass at the end and comparison
to calculation according to Dunkerly.
5. Presentation of solutions for the three questions provided via a PDF.
6. numerical solution of deck stiffened panel and comparison to the provided analytical
solution.

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Ibrahem M.Azab ship hull vibration assessment

the key aspects and steps to be considered for a ship structure vibration
assessment using analytical, beam-based, and numerical analysis.
The main three steps to assess the vibration of the ship structure are:

1. calculation of the eigen frequency of the ship structure global and local. (This done by free
vibration analysis)
2. calculation of frequencies and amplitudes arise from forced vibrations. (this done by measuring
or calculating vibrations induced by exciting forces come from (engine, propeller, waves, ice……….
etc.)
3. comparison of the forced vibration frequencies to eigen values.

first: the key aspects and steps for calculation of the eigen frequency of the ship structure
global and local.
1. Consider the hull girder as elastic homogeneous continuous free-free beam.
2. Calculation of the added mass due to displacement of the water.
3. Calculate the mass per unit length.
4. Calculate the stiffness of the hull girder.
5. Decide on the boundary conditions. (According to the theory used).
6. Use one of the analytical methods as:
a. .Dunkerley equation where any system with N masses can be divided to N systems having
one masse each where circular frequency w can be calculated by:
𝑘 1 1 1
𝜔 = √𝑚 and 𝜔2 ≥ 𝜔2 + 𝜔2 + ⋯ and used for lower bound approximations
𝑡 1 2
b. Kumai, which deals with hull girder vertical vibration:
2
∫ 𝐸𝐼𝑦 ′′ ⅆ𝑥 = 𝜔2 ∫𝐿(𝑚 + 5𝑚𝑙 )𝑦 2 ⅆ𝑥
𝐿
c. Ritz method where the unknown function zˆ(x) (complex amplitude) is approximated by a
linear combination of suitably assumed trial functions qk(x)
d. Timoshenko, which is preferable for grillage structures where we idealizing the ship’s body
as a bending beam. Meaning that the stiffness becomes so high that shear deformation is
no longer insignificant in respect to bending deformation.
Or use numerical method ( finite element analysis) to calculate the eigen frequency (global).
7. Decide on the critical positions form vibration point of view.
8. Use the same steps from one to seven to calculate the sections eigen frequencies(local).

Second: calculation of frequencies and amplitudes arise from exciting forces induced vibrations:
1. Calculate vibration frequencies of the exciting forces induced vibrations using the available
formula.
The engine and propeller are considered as the main sources of vibrations
Formula for the propeller frequency: 𝑓𝑝 = 𝑧𝑝 × 𝑛𝑝

And the formula for the propeller:𝑓𝐸 = 𝑐𝐸 × 𝑛𝑐𝑦 × 𝑛𝐸

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Ibrahem M.Azab ship hull vibration assessment

2. Compare the results with the eigen frequencies to insure avoidance of resonance.
After avoiding resonance now, the resultant vibration must comply with: (velocity and acceleration calculation
needed).
1. ISO 6954:2000 – Mechanical Vibration – Guidelines for the measurement, reporting and evaluation of
vibration regarding habitability on passenger and merchant ships.

Figure 1 ISO 6954:2000

2. GL Rules for Machinery Installations (2004), engines and attached components should in general not be
excited by vibration amplitudes above the following limits 0.71 mm (displacement relevant for low
frequencies), 14 mm/s velocity (relevant for frequencies in the medium range) and 6.4 mm/s2
acceleration (relevant for high frequencies). Attached components such as turbochargers must be able
to withstand higher vibrations, which also applies to bow thruster rooms, where twice as large velocity
and four times higher accelerations are accepted.

Figure 2 limit curves for effective velocity and acceleration GL(2004)

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Ibrahem M.Azab ship hull vibration assessment

ls-dyna:
LS-DYNA is a general-purpose finite element program capable of simulating complex real world problems. It is
used by the automobile, aerospace, construction, military, manufacturing, and bioengineering industries.
LS-DYNA is optimized for shared and distributed memory Unix, Linux, and Windows based, platforms, and it is
fully QA'd by LSTC. The code's origins lie in highly nonlinear, transient dynamic finite element analysis using
explicit time integration.

Steps for creating 3D model and analysis:

1. sketch the lines of the model.
2. Create edges of the drawn lines.
3. Create mesh of the edges (proper selection of the element size is important).
4. Identify material type and specifications.
Table 1material properties
Material type Elastic
Young's modulus E = 2.1 x 10^11
Density of steel ρ = 7850 kg/m^3
Poisson's ratio n= 0.3
Note: this material type and specifications used with all models in this report.
5. Identify the sections used in the model.
Table 2section type
Shell Thickness changes according to the model
Beam Type and thickness changes according to the model.

6. Create parts and identify its’ section and material.

7. Create sets of nodes.
8. Apply boundary conditions to the sets created.
9. Identify the controls.
10. Save the file as (. k) file and then run the analysis.
11. Use 3D eigne file results from analysis to get the frequency needed.
Note: In the creation of the 3D model any modeling program coincides with ls-dyna can be used.
Implicit LS-Dyna simulation for stiffened panel:
model specifications:
Table 3model specifications
Length 3m
Breadth 1.5m
stiffener number 6
stiffener height .12m
plate thickness .005m
stiffener plate thickness .006m
Mesh size .05m
Boundary conditions Simply supported from two edges

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Ibrahem M.Azab ship hull vibration assessment

1.3D model of the stiffened panel: 2. first mode:

Figure 3first mode for stiffened panel Figure 4 3D model of stiffened panel

Results for the stiffened panel:

For the first mode (lowest eigne frequency):
F1=38.6Hz (for higher modes for the stiffened panel see appendix 1)

Implicit LS-Dyna simulation of your cantilever beam with a mass at the end and
comparison to calculation according to Dunkerly:
model specifications:
Table 4model specifications

Length 3m
Breadth .333m
stiffener height .12m
plate thickness .005m
stiffener plate thickness .006m
Pointed mass 30 kg
Mesh size .05m
Boundary conditions Fixed from lower edge
After applying steps for creating 3D model (see page 3 and 4 ) a new part created as rigid mass to identify pointed mass
in the program.
first: Implicit LS-Dyna simulation of cantilever beam with a mass at the end:

Results for the cantilever:

First mode (lowest eigen frequency):

F1=6.41hz

Figure 5 analysis for cantilever by ls-Dyna

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Ibrahem M.Azab ship hull vibration assessment

Second: calculation according to Dunkerly: (for detailed hand calculations see appendix 1)
First for pointed mass (no distributed mass beam):

𝑐 3𝐸𝐼
I=2.8353x10^-6 m^4. 𝜔1 = √𝑚 = √𝐿3 𝑚=46.96 1/sec 𝑓1 = 7.47𝐻𝑧
Second for distributed mass beam (no pointed mass):
𝜌𝐴 𝜋2 √𝐸𝐼
𝜇= 𝐿
= 6.24𝑘𝑔. 𝜔2 = 𝐿2 𝜇
=120.595 1/sec 𝑓2 = 19.19𝐻𝑧

Total eigen frequency for the combined system:

1 1 1
𝜔𝑡2
= 𝜔2 + 𝜔2 . 𝜔𝑡 = 43.76 1⁄𝑠𝑒𝑐 𝑓𝑡 ≥ 696𝐻𝑧
1 2

𝐹1 − 𝑓𝑡 0
𝐸𝑟 = ⁄0 = 130⁄0
𝐹1
Note: this error because dunkerly does not considering breadth of the beam.

Presentation of solutions for the three questions provided via a PDF:

Question1: (for detailed answer see appendix1 page 11)
a. Mechanical model for the structure:(first mode): b. Mass spring system:

Figure 6 mechanical model Figure 7 spring system

Transversal stiffness for system 1:

𝐹 3𝐸𝐼
𝑐1 = 𝑤 = 𝐿3
= 1.678 × 106 𝑐1 𝑡 = 3𝑥𝑐1

Rotational stiffness for system 2: transformation from rotational stiffness to transversal stiffness:
𝜇 4𝐸𝐼 𝑐𝜙2
𝑐𝜙2 = 𝜙 = 𝐿
= 55.94 × 106 𝑐2𝑇 = 𝐿2
= 2.23776 × 106 𝑐𝑡2 = 3 × 𝑐2𝑇

For system three the same of system 2 but L3=3m

𝑐𝜙3 = 93.2𝑦 × 106 𝐶3𝑇 = 10.36 × 106 𝑐𝑡3 = 3 × 𝑐3𝑇

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Ibrahem M.Azab ship hull vibration assessment

1 1
Total stiffness of the system: = 1 1 = 1.8 × 10−7 𝑐𝑡 = 5.521 × 106
𝑐𝑡 +
𝑐𝑡 1 1 + 1
𝑐
𝑡2𝑐 𝑡3

Calculation of rotational velocity: calculation of total frequency:

𝑐 𝜔 105.1
𝜔 = √ = 105.07 1⁄𝑠𝑒𝑐 𝑓= = = 16.72𝐻𝑧
𝑚 2𝜋 2𝜋

Question2: (for detailed answer see the appendix1 page 12)

𝑣 3.889
𝑓=𝐿= 1.3
= 2.9𝑦 = 3𝐻𝑧 (Almost the same as eigen frequency so resonance occurs)

For second mode frequency: 𝑓2 = 𝑓 × 4 = 12𝐻𝑧

For propeller frequency: 𝑓𝑝 = 𝑧𝑝 × 𝑛𝑃 = 6 × 2 = 12𝐻𝑧

For engine frequency: 𝑓𝐸 = 0.5 × 𝑛𝑐𝑦 × 𝑛 = 0.5 × 6 × 2 = 6𝐻𝑧

Question3: (for detailed answer see appendix1 page 13)

𝜋𝑥 2
The assumed eigenmode of vibration is : 𝑞(𝑥) = 𝑠𝑖𝑛 − ,0 < 𝑥 ≤ 𝐿
𝐿 𝜋

1) Case of fluid
a. Calculation of mass:
𝐿 𝐿 𝐵2
𝑀 = ∫ 𝑚𝑞 [𝑞(𝑥)]2𝑑 𝑥 = (𝜌𝐴 + 𝑀𝐻 ) ∫0 [𝑞(𝑥)]2 ⅆ𝑥 and 𝑀𝐻 = 𝐽 × 𝐶𝑧 × 𝜌𝑓 × 𝜋 × 8
= 82.837 × 103 𝐾𝑔 ∕ 𝐿
0

Note: 𝐶𝑧 coefficient of hydrodynamic mass from charts and J is the reduction factor.
Substitution in the mass equation: 𝑀 = 2.031𝑥|06 𝐾𝑔
Calculation of stiffness:
1

𝑘 = ∫ 𝐸𝐼[𝑞 ′′ (𝑥)]2 ⅆ𝑥 = 199.76 × 106

𝑏
Calculation of rotational velocity:
𝑘
𝜔𝑓 = √ = 9.9168 1⁄𝑠𝑒𝑐
𝑀𝐻
Calculation of eigen frequency:
𝜔𝑓
𝑓= = 1.5783𝐻𝑧
2𝜋
b. In case of air:
For this Case mass only changes due to the difference between fluid and air density.
Substitution in the equations of mass by density of the air 𝜌𝑎𝑖𝑟 = 2.225𝑘𝑔 ∕ 𝑚3
𝑀𝑎𝑖𝑟 = 778.219𝑘𝑔

𝑘
And rotational velocity: 𝑤𝑎𝑖𝑟 = √𝑀 = 16 1⁄𝑠𝑒𝑐 and eigenfrequency: 𝑓𝑎𝑖𝑟 = 2.5449 𝐻𝑧
𝑎𝑖𝑟

Note :in the case of the fluid the the mass is higher than in case of air and the rotational velocity is reversely
proportional to the mass so the rotation velocity decreases and so the eigenfrequency.

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Ibrahem M.Azab ship hull vibration assessment

numerical solution of deck stiffened panel and comparison to the provided

analytical solution:
Model specifications:
Table 5model specifications
Deck plating t = 6mm
Transversal deck beam 120x6mm
Frame spacing s = 750mm
Deck girder (UZ) Web: 440x7mm Flange: 100x10mm
Section size t 350x250mm
Mesh size .04m
Boundary conditions Simply supported from all sides

1. creation of 3D model using Ansys work bench 19.2

1.creation of lines and surfaces: 2. creation of surfaces:

Figure 8stiffened panel lines created by Ansys Figure 9 stiffened panel shell meshed by ls-dyna

2. Meshing of surfaces as shell section, edges as beam section and Identification of material and section
properties and boundary conditions using ls-dyna.
3.Running analysis using ls-dyna for.
1. Full stiffened deck: 2. Girder:

Figure10 full deck panel analysis by ls-Dyna Figure 11 analysis for deck girder by ls-Dyna

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Ibrahem M.Azab ship hull vibration assessment

3.Stiffener: 4. plate

Figure 12analysis for de ck stiffener by ls-Dyna Figure 13 analysis for deck plate by ls-Dyna

Vibration analysis Results and comparison:

Table 6 results of the stiffened deck
Section First eigen frequency from ls-Dyna First eigen frequency from given exercise Error %
Full deck 29.77 HZ 37.9 HZ 21
Girder 30.237 HZ 33.57 HZ 9
Stiffener 102.84 HZ 39. 45 HZ 160
Deck plate 46.421 HZ 46.6 HZ .38

Conclusion:
As the structure studied gets more complicated the deviation between the analytical method
and numerical method gets larger and this is can be observed from results illustrated in table
(5) In the case of the full stiffened deck the error is so large (21%) and not accepted and the
error in the case of the stiffener is (160%) which is not reasonable. These two cases still under
study and modification to investigate and find the reasons of this large error. Good to mention
that boundary conditions and mesh size is the two main factors to be studied.

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Ibrahem M.Azab ship hull vibration assessment
Table of figures
Figure 1 ISO 6954:2000 ........................................................................................................................................................... 3
Figure 2 limit curves for effective velocity and acceleration GL(2004) .................................................................................. 3
Figure 3 stiffened panel model…………………………………………………………………………………………………………………………………………5

Figure 4 stiffened panel first mode…………………………………………………………………………………………………………………………………...5

Figure 5 analysis for cantilever by ls-Dyna…………………………………………………………………………………………………………………………5

Figure 6 mechanical model ………………………………………………………………………………………………………………………………………………6

Figure 7 spring system………………………………………………………………………………………………………………………………………………………6

Figure 8 stiffened panel lines by ansys………………………………………………………………………………………………………………………………8

Figure 9 stiffened panel shell meshed by ls-Dyna………………………………………………………………………………………………………………8

Figure 10 full deck panel analysis by ls-Dyna…………………………………………………………………………………………………………………….8

Figure 11 analysis for deck girder by ls-Dyan…………………………………………………………………………………………………………………….8

Figure 12 analysis for deck stiffener by ls-Dyna…………………………………………………………………………………………………………………9

Figure 13 analysis for deck plate by ls-Dyna………………………………………………………………………………………………………………………9

Table of tables
Table 1 material properties……………………………………………………………………………………………………………………………………………….4

Table 2 section types………………………………………………………………………………………….…………………………………………………………….4

Table 3 model specifications…………………………………………………………………………………………………………………………………………….4

Table 4 model specifications…………………………………………………………………………………………………………………………………………….4

Table 5 model specifications…………………………………………………………………………………………………………………………………………….4

Table 6 model specifications…………………………………………………………………………………………………………………………………………….4

References
1. Lecture notes.
2. ISO 6954:2000.
3. GL Rules for Machinery Installations (2004).
4. https://www.math.usm.edu/lambers/mat461/spr10/lecture27.pdf.
5. On the Estimation of Natural Frequencies of Vertical Vibration of Ships By Toyoji Kumai.

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Ibrahem M.Azab ship hull vibration assessment
Appendix 1:
1. Second mode:

Figure14second mode for stiffened panel

For the second mode:
F2=51.9Hz
2. Third mode:

Figure 15 third mode for the stiffened panel

For the third mode:
F3=103.45Hz

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Ibrahem M.Azab ship hull vibration assessment

Figure 16 solution for first question

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Ibrahem M.Azab ship hull vibration assessment

Figure17solution for question 2

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Ibrahem M.Azab ship hull vibration assessment

Figure 18 answer for question3

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