Transactions on the Built Environment vol 53, © 2001 WIT Press, www.witpress.

com, ISSN 1743-3509

Axial vibrations of a marine shaft lines.

Calculations - measurements comparison.

L. mur raw ski

Shy Design am! Research Centre, Poland.

Abstract
A method of analysing axial vibrations of ship power transmission systems of
direct propulsion, equipped with low speed internal combustion engines, is
proposed. These vibrations may potentially endanger the safe engine operation,
and may generate excessive excitation forces leading to a high level of vibration
in the ship body and superstructure. The longitudinal vibrations of the shaft line
are coupled with the torsional-bending vibrations through the crankshaft, and are
caused by the hydrodynamic forces generated in the ship propeller. The author
has devised a computer program to analyse this problem. Nonlinear algorithms
to determine the dynamic characteristics of the thrust bearing, and of the main
engine bearings are proposed in this research. A crankshaft deformation analysis
to determine the torsional-bending-longitudinal vibration coupling coefficients
has also been carried out. hlodel computations have been perfornied, and the
results have been verified experimentally.
Results of the experimental verification of the computer simulation
predictions of different ship's type confirmed the validity of assumed
mathematical models. The measurement results correlated well with the
simulation results corresponding to the nominal and to the resonance speeds of
the ship engine.

1 The Computational Method

The main sources of excitation causing the longitudinal vibration of the ship
power transmission line can be classified as follows [ l , 21:
- the crankshaft deformations due to the radial gas and inertia forces acting
upon the cranked sections of the shaft,
- the crankshaft deformations due to the torsiorial vibrations of the shaft line
 Transactions on the Built Environment vol 53, © 2001 WIT Press, www.witpress.com, ISSN 1743-3509

assembly,
- the propeller longitudinal hydrodynamic forces,
- the propeller induced couplings between the torsional and longitudinal
vibrations.
The computer program devised by the author enlploy an algorithm for the
vibration analysis of the longitudinal vibration of the power transmission shaft
line - the ship engine crankshaft system. The program uses the Finite Element
Method (FEM) [3, 41, and accommodates all mentioned above vibration
couplings. Mathematical model of the marine propulsion system is as follows:

where:
h1 - mass matrix,
C - damping matrix,
K - stiff matrix,
h(t) - excitation vector.
q(t) - displacement vector.
The computational algorithm includes the following sequence of calculations:
determination of the characteristic matrices,
determination of amplitudes of the torsional vibrations of the power
transmission system,
calculation of the radial forces,
calculation of the column matrix of longitudinal forces using the coupling
coefficients,
solution of the eigenvalue problem and determination of the forced
longitudinal response.

2 The Crankshaft Deformation Analysis

The relative torsional deformation of the crank of the crankshaft causes its
longitudinal deformation. Similarly, the radial forces deform the crankshaft
axially. The objective of crankshaft deformation analysis is to determine the ratio
of the radial force F, (alternatively of the relative torsional amplitude) to the
longitudinal force F, assurmng that the axial deformations caused by these loads
are the same. This facilitates the determination of the equivalent longitudinal
forces (with known radial forces or known torsional amplitudes), that is of the
longitudinal excitation.
The authors d e f i e d the ratio as the coefficient k, ',Diven as:

Subsequently, the coefficient k, relating the torsional defom~ationof the

crankshaft A$ to the longitudinal force is defined as:
F ,
k =1
A4
 Transactions on the Built Environment vol 53, © 2001 WIT Press, www.witpress.com, ISSN 1743-3509

L
.
X

Figure 1: The crankshaft deformation.

The deformation calculations were carried out using ADINA and MSC
NASTRAN FEM software packages [4, 51. By applying the nonlinear
deformation analysis of the crankshaft, subjected to longitudinal, radial and
torsional loads, the coupling coefficient of the bending-longitudinal-torsional
vibration was determined. A sample of the simulation results is presented in
Figure 1, where the crankshaft deformation due to the radial load applied at the
fourth crank is shown.
The influence of the crankshaft bending deformation at the main bearings on
the longitudinal stiffness of the shaft. as well as on the values of coefficients k,
and k, was analysed. It should be noted that the bending deformations take into
account the dynamic stiffness of the oil film at the bearings, and the stiffness of
the engine body mounted on the ship double bottom. Typical crankshaft
deflections of the low stroke marine engine are equal O.js0.8 mm.

3 The thrust bearing characteristic parameters

The ship thrust bearings are subjected to the hydrodynamic force generated at the
propeller. The bearings static load is due to the constant component of this force.
However, the bearings are also subjected to the dynamic load due to the
longitudinal vibration of the power transmission shaft line - the ship engine
crankshaft system [ 6 ] .
Pressure distribution of the thrust bearing oil film is described by Reynolds
equation - eqn (4). It is derived from Navier-Stokes equation and fluid flow
continuity equation.
 Transactions on the Built Environment vol 53, © 2001 WIT Press, www.witpress.com, ISSN 1743-3509

where:
R - radius,
P - angle coordinate,
h - oil film thickness,
P - pressure,
17 - oil film viscosity,
W - angular velocity,
t - time.
In the computational algorithm proposed by the author, the partial differential
Reynolds equation describing the distribution of the oil pressure on the thrust
bearing pad was solved using the finite difference approximation. Consequently,
the Gauss-Seidl method [7] was applied to solve the resulting linear algebraic
equation system.

3.1. The dynamic characteristics of the bearing

The computations and verification measurements were carried out using a bulk
cargo ship. Parameters of load: carrying capacity 163000 ton and of length 283
m; the main engine thrust bearing of the type Sulzer 6 RTA-76 having 6 pads of
outer diameter 880 mm, of inner diameter 445 mm, and of contact angle 35.5'.
In the algorithm, the longitudinal vibration of the power transmission system
forms the dynamic load of the thrust bearing. The bearing operation parameters
at the engine speed of n = 5 1.2 rpm are presented in Figure 2. It should be noted
that at this speed torsional resonance takes place, and consequently a high level
of longitudinal vibration occurs, due to the torsional-longitudinal coupling
existing in the system. Consequently, the maximum dynamic load of the bearing
takes place.
Also, the bearing operation parameters at the nominal engine speed of n = 87
rpm are shown in Figure 3. At this speed the sixth longitudinal harmonic of the
power transmission system is dominant. The change of the oil film thickness,
and of the pad inclination angle, due to the longitudinal vibration is also shown
in this figure.

3.2. The analysis of longitudinal vibrations of the bulk cargo ship

In this analysis the results of the crankshaft deformation calculations, as well as

the bearing dynamic parameters determined as above, were utilised.
Consequently, the coefficients defining the torsional-bending-longitudinal
vibration coupling effects were determined.
The experimental verification of the computer simulation predictions was
performed during a test trip of the ship. The longitudinal amplitudes were
measured at the thrust bearing (at the flywheel end), and at the free end of the
crankshaft. The results of the computer simulation and of the corresponding
experimental verification tests are shown in Figures 4 - 7.
 Transactions on the Built Environment vol 53, © 2001 WIT Press, www.witpress.com, ISSN 1743-3509

Figure 2: The bearing operation parameters at n = 5 1.2 rpm.

*
CL 14 3 28 0 G 56 0 S h a f t rotallon
angle [ a e g ]

Figure 3: The bearing operation parameters at n = 87 rpm

 Transactions on the Built Environment vol 53, © 2001 WIT Press, www.witpress.com, ISSN 1743-3509

*orI"
,L- 6rorn
- 0- +7h0rm
:-----C 8 h c r ~

- B--+39harm
-&L i2 h > ? ~
L . 4 ,' h -_
- -, .
-,
.- 8
12 no--

E
L 8

-
0

S ~
a
Z Z I L.

0 -
~
U

r l
a T
!
"d '
a f

!
C
m
/
0 C, 10.0 25 0 300 43 3 50 3 53 O 72 0 M E speed [rpm]

Figure 4: The calculated free end vibration amplitudes.

_l - W 4 ncrn

M5 n c r l
2 +M l 8 00-1
B--€ 9 nu--
l

7
g t---d 8
l?
narr
t
L" I
l
o m ,
T2
3 l
= l

5-1 9 '
l

-
D

I
A

a ,
-
l
c2 ' ---L--.-+---L
m
n
L
a
U :C o 22 O 30 5 4C 3 53 5 63 9 7C O M E speed [rpm]

Figure 5 : The calculated vibration amplitudes at the thrust bearing.

Transactions on the Built Environment vol 53, © 2001 WIT Press, www.witpress.com, ISSN 1743-3509

Figure 6: The measured free end vibration amplitudes.

Figure 7. The measured vibration amplitudes at the thrust bearing.

 Transactions on the Built Environment vol 53, © 2001 WIT Press, www.witpress.com, ISSN 1743-3509

4 Calculations - measurement comparison

Described calculations method has been verified by measurements on several

ships type. Container 1900 TEU is the first of them. Power transmission system
is as follow: main engine - Sulzer 6 RTA-72. 17940 kW. 97 rpm; propeller -
7.06 m, 5 blade. Torsional vibrations resonance is laid around main engine speed
58 rpm. Calculations - measurement comparison of the longitudinal vibrations
are shown in Figure 8.
The next calculations and measurements are performed for container
l l 0 0 TEU (length l59 m. breadth 24 m, draught 8.5 m). Main engine
MAN B&W type 7 S50lMC has been mounted. It's parameters: 10010 kW- and
127 rpm. Fourth blade propeller has got diameter 5.7 m and mass 18 100 kg.
Torsional vibrations resonance is laid around main engine speed 54 rpm.
Calculations - measurement comparison of the total and 7"' harmonic
longitudinal vibrations are shown in Figure 9 and 10.

Figure 8. Total longitudinal vibrations of the container 1900 TEU.

 Transactions on the Built Environment vol 53, © 2001 WIT Press, www.witpress.com, ISSN 1743-3509

20 40 60 80 100 120 140 160

[obrlmn]

Figure 9. 7~ harmonic longitudinal vibrations of the container 1 100 TEL.

20 40 60 80 100 120 140 160

[obrlmn]

Flgure 10. Total longitudinal vibrations of the container 1 100 TEU.

 Transactions on the Built Environment vol 53, © 2001 WIT Press, www.witpress.com, ISSN 1743-3509

5 Conclusions

Results of the experimental verification of the computer simulation predictions

of the different types of ship dynamic response confirmed the validity of
assumed nlathematical models. The measurement results correlated well with the
simulation results corresponding to the nominal and to the resonance speeds of
the ship engine.
It has been discrepancies between calculations and measurements on some
ship with Sulzer engines. Mathematical model of an axial detuner made by
Sulzer is insufficient in author opinion. Detuner model contains only constant
(M.E. revolutions independed) stiff characteristics without any damping
property. If there is the lack of detuner documentation then characteristic of the
detuner should be taken from measurements on similar engine.
It has been established that the system crankshaft-power transmission shaft
line should be treated as a linear system with nonlinear boundary conditions.
Also, the dependence of the stiffness and of the damping parameters of the thrust
bearing on the engine speed should be accounted for in the computer simulation.
Furthermore, the vibration amplitude and subsequently the dynamic load of
bearings should also be taken into account in the determination of these
parameters.

References
[l] Jenzer J, Welte Y. "Coupling effect between torsional and axial vibrations in
installations with two-stroke diesel engines." NSD, May 1991.
[2] Viner AC. "Ship vibration." Lloyd Register of Shipping, n o 53, pp
2-46, London 197 1.
[3] Fenner DN. "Engineering Stress Analysis: a Finite Element
Approach with Fortran 77 Software." Ellis Horwood Limited,
Chichester 1987.
[4] Zienkiewicz OC, TaylorIRL. "The Finite Element Method." 4th
edition, v01 1-2, McGraw-Hill, London 1992.
[ S ] Weaver W , Johnston PR. "Finite Elements For Structural Analysis."
Prentice-Hall, New Jersey 1984.
[67 Murawski L, Ostachowicz W . "Axial vibration analysis of a marine
shaft line." Vibrations in Physical Systems XVI-th Symposium,
Poznan-Blazejewko 1994.
['i]Bjorck A, Dahlquist G . "Metody Numeryczne". Panstwowe
Wydawnictwo Naukowe, Warszawa 1987.