User Guide

User Guide for LIRA 2.
0
Rational Shaft Alignment Software
Bureau Veritas – Marine Division
Revision 02 – June 2011
Summary
INTRODUCTION 3
1. Inconvenience of a straight alignment 5
2. Rational shaft alignment 5
2.1. Main objectives...........................................................................................5
2.2. Hypotheses ................................................................................................6
LIRA 2.0 – USER GUIDE 7
1. Running LIRA 2.0 8
1.1. Open existing *.lra file.................................................................................8
1.2. New file.......................................................................................................9
2. Creating a shaft line model 10
2.1. Beam elements ........................................................................................11
2.2. Group of nodes.........................................................................................15
2.2.1. Bearings ................................................................................................................ 15
2.2.2. Offset conditions ................................................................................................... 17
2.2.3. Load points............................................................................................................ 18
2.2.4. Loading conditions ................................................................................................ 20
2.2.5. Coupling points ..................................................................................................... 21
2.2.6. Jack-up points ....................................................................................................... 23
2.2.7. Gauge points......................................................................................................... 25
3. Performing calculations with LIRA 2.0 27
3.1. Launch a calculation.................................................................................27
3.2. Types of calculations ................................................................................30
3.2.1. Shaft line calculation ............................................................................................. 30
3.2.2. Influence coefficients............................................................................................. 35
3.2.3. Jack-up correction factors ..................................................................................... 35
3.2.4. Coupling conditions............................................................................................... 37
3.2.5. Reverse GAP and SAG calculation ...................................................................... 38
3.3. Results saving ..........................................................................................40
4. Using output data 42
4.1. Direct selection.........................................................................................42
4.2. Curves preview.........................................................................................42
4.3. Simple calculation preview .......................................................................44
4.4. Complete shaft line report ........................................................................44
5. Support 46
User Guide for LIRA 2.0 - Bureau Veritas - Revision 02 - June 2011 2
Introduction
Introduction
LIRA is a shaft alignment calculation software which has been continuously developed by BUREAU
VERITAS for 40 years. Shaft alignment theory appeared when ship tonnage and propulsion power have
been increased more and more. Nowadays, propeller weight, necessarily important shaft diameters and
stiffness are often so important that straight shaft alignment is not sufficient anymore and curved shaft
alignment calculations have become real part of the studies performed at design stage of a new building.
This document will allow the reader to understand why a curved shaft alignment is necessary, and how to
perform calculations with LIRA.
The method hereafter explained is called Rational Shaft Alignment, a basic but nevertheless good shaft
alignment calculation, which will often be sufficient to provide accurate results in most cases.
Introduction
1. Inconvenience of a straight alignment
Aft part of vessels is very flexible and deformations between loading conditions are quite important. A
straight alignment is not adapted to hull deformations and shaft bending due to propeller loads:
• Irrational distribution of reactions in way of bearings,

• No contact on forward stern bush,
• Bad repartition of static reaction in way of aft stern bush,
• Important unbalance of reaction in way of gearwheel bearings (risks of teeth damages),
• Coupling conditions of crankshaft not in compliance with the permissible limits (in case of low
speed diesel engine).
Straight alignment can generate unexpected shaft line vibrations, aft part of hull vibrations, and irregular
wear of bearings.
2. Rational shaft alignment
2.1. Main objectives
At design stage, shaft line bearings positions are to be adjusted in order to obtain a rational alignment.
This means to obtain a safe and optimized distribution of bearings loads in each operating condition. A
rational alignment is obtained when following objectives are reached:
• Acceptable and equilibrated reactions on supports (shaft / gearbox / engine),

• No local overload,
• No loss of contact,
• Coupling conditions at crankshaft flange within manufacturer limits,
• Acceptable bending moment and shear force in the shaft line.
In addition to the adjustment of bearing positions, alignment is sometimes optimized by machining a slope in
aft bush material. This slope is generally recommended for large vessels with big propellers and large tail
shaft diameters. Aft bush is adapted to natural shaft slope and contact pressure on aft bush anti-friction
material is well distributed.
Rational alignment calculations implemented in LIRA are based on Transfer Matrix Method and written in
FORTRAN language.
Introduction
Slope in aft bush Correction

Correction of alignment Gearbox in inclined position
of alignment
Fwd bush moved up
Alignment correction: example of semi-speed engine installation (gearbox).
2.2. Hypotheses
Rational alignment theory implemented in LIRA is based on following assumptions:
• Shaft line is made of elastic beam elements,

• All supports are considered as infinitely rigid 1 ,
• Static calculation : no rpm, no time parameter, no oil film,
• 2D calculations: vertical or horizontal plane without coupling effects.
Hereafter follow some instructions that will allow the reader to correctly use LIRA 2.0.
1
Bearings with stiffness parameter will be probably implemented in future LIRA upgrades.
LIRA 2.0 – User Guide
1. Running LIRA 2.0
1.1. Open existing *.lra file
Lira files created with previous versions of LIRA (type *.lra) can be opened with LIRA 2.0. However, the
user may encounter some problems with too old versions. If problem is noticed, these two steps to be
followed: open this file with the LIRA 1.3-b and save the file. Then open the same file with LIRA 2.0 and save
it under *.lrx type.
1.2. New file
After opening LIRA, enter project information (zone 3). Save your file in adequate folder. The created
file is of type name.lrx (instead of name.lra with LIRA 1.3). The LIRA 2.0 interface is divided in 3 zones:
1. project tree with all created objects,

2. interactive model diagram,
3. information and parameters input / results display.
When the window label is followed by * (see below), it means that the file has been modified and is not
saved.
2. Creating a shaft line model
A shaft line is an object containing two main parts:

• A set of elastic beam elements,
• One or several group of nodes: these nodes are specific points in the model: bearings, load
points, gauge points, or connecting points (for Gap & Sag calculations). A group of nodes
contains also one or several sets of bearing offsets, as well as one or several loading conditions,
• The results of calculations related to above objects.
For one shaft line, it is then possible to define several sets of bearing positions, including different offsets and
loading conditions. An important number of calculations are therefore possible with one shaft line.
A Lira 2.0 file can include several shaft lines.
To create a shaft line, right click on ship name in model tree:
Enter shaft line information:
• The Young Modulus will be applied to all beam elements. Default value is 210 000 N/mm².
However, this parameter could be modified for each beam.
• X start is the position of model origin. Default value is 0.
2.1. Beam elements
Click on + and right click on “Beams”:
It is possible to add, duplicate or delete a beam or any other model element in three different ways:
• Right click on project tree :
When the beam name is the default beam name as “Tail Shaft” for instance, the new duplicated beam will be
named “Tail Shaft”. If “keep name” option is chosen, the new beam name will be incremented: “Tail Shaft
(1)”.
If the user wants to give a specific name to an element “Propeller shaft” for instance, the keep name option
is to be activated in order to have the incremented name “Propeller shaft (1)” for duplicated beam:
• Right click on model diagram :
• Right click on project tree icons :
Add new Delete

Duplicate
It is reminded that the above methods for elements creation and naming are applicable to all model
elements (beams, bearings, coupling points, jack-up, offset conditions, etc…).
Beams input parameters are the following:
3
1
1. Choice of beam types is possible. This will permit to clarify the model and to name
automatically the created beams. An additional calculation is performed on “Aft bush beam”
type: calculation of shaft mean slope over the bearing length. Other beams types do not
induce additional results. The default beam name could be modified.
2. Dimensions (in m): length, outer and inner diameters. Xstart and Xend are the axial positions
of aft and fwd ends of the element and these parameters are given for information.
3. Young modulus of each beam can be modified. Default value is the one entered for the shaft
line.
4. Gravity loads: density (kg/m3), mass by unit length (kg/m), additional mass (kg).
Notes
¾ Conical beams are not considered. In that case, equivalent outer diameter is to be taken as the mean
diameter of aft and fwd. If the cone length is significant, the cone can be subdivided in several cylinders,
and above method can be repeated for each one.
¾ Density can be used to consider material and buoyancy effects (material density minus water or oil
density).7850 kg/m3 for steel shafts, 7000 kg/m3 to consider oil buoyancy and 6850 kg/m3 to consider
water buoyancy.
¾ Mass/Length can be used to model the weight of CPP control rod passing through the inner bore of
propeller shaft.
¾ The gravity loads are not used in the horizontal calculation.
2.2. Group of nodes
A group of nodes is an item which is attached to one shaft line. It contains parameters of all particular
points of the model. Right click on shaft line name and create a group of nodes (name can be modified).
2.2.1. Bearings
Right click on group of nodes name, and then click on “Create bearing”. The below frame appears:
1. Choice of bearing type is possible. This permits to clarify the model and to name bearing
automatically. In case of low speed engine directly connected to propeller shaft, “Engine
Bearing” type can be chosen in order to activate the automatic recalculation of offsets bearings
(see note for Offsets Condition §2.2.2). This function permits to arrange quickly engine
bearings positions with pre-defined slope angle. If the user wants to enter precise offsets for
each engine bearing considering bed plate deformation, “intermediate bearing” type is to be
chosen. An additional calculation is performed on “Gearbox bearing” type: calculation of load
balance between aft and forward bearing. Only two gearbox bearings should be used.
2. Bearing axial position can be defined with absolute X value or with relative reference from the
aft end of a beam. This beam is selected from the given list.
3. Bearing characteristics:
• Support length (mm): effective bearing length.
• Diametral clearance (mm): used for calculation of maximum rule slope in aft bush
bearing.
• Thermal rise (mm): used for hot condition, automatically computed from offsets
conditions.
All bearings are now defined. Vertical and horizontal positions (offsets) of bearings are to be set.
Notes:
¾ A bearing can not be defined at the beginning and at the end of the model. Change bearing position
(1mm) or add fictive element without density after.
¾ In case of aft stern tube model with two supports, the support length to be indicated is the total bearing
length divided by two.
2.2.2. Offset conditions
For one group of nodes, several offset conditions can be defined, in order to study different operating
conditions of the ship. A first set is pre-defined. Click on “Offset Conditions” in project tree. The following
table appears:
1. Listed offsets are to be considered in cold condition. When the calculation is launched, two
output results will be automatically computed:
• Cold case: using offsets listed in the table,
• Hot case: considering thermal expansion, if it has been input in bearing parameters.
2. Choose the type of offset:

• Offsets imposed: displacement of shaft line is imposed by the position of bearing,
which is considered as infinitely rigid. Position of bearing is defined with reference to
shaft center line.
• Reactions imposed: it is possible to impose a reaction value on a bearing. The position
of the support will be therefore computed.
• From measurement: in the case of unknown position of bearing in vertical or horizontal
direction, it is possible to recalculate these offsets and bearing load from measured
bending moments with strain gauges. See paragraph 2.2.7.
Notes
¾ If “Engine Bearing” type has been used, enter the offset of aft engine bearing and the offset of forward
engine bearing: the offsets of other bearings between will be defined on the straight line between aft and
forward ones. This function permits to arrange quickly engine bearings positions with pre-defined slope
angle.
¾ When a bearing is unloaded, a negative reaction is computed in aft or fwd bush for instance. A negative
reaction is not physically correct in the case of journal bearing. In fact there is loss of contact between
the shaft and the lower part of the bearing. In order to obtain the correct behaviour of shaft (displacement
and slope), change offset type from “Offsets imposed” to “Reactions imposed” and enter 0 kN. The
result will give shaft displacement in way of support point.
¾ The “From measurement” type should be used only when gauges nodes are used. The number of
gauges and measured bearings should be the same.
Several offsets conditions can be created. Click on “Add offset conditions” or “Duplicate” as below:
2.2.3. Load points
Punctual forces or moments can be entered on the model. Load points are to be created before:
1. Created load appears on model diagram,
2. Enter the name of load point,
3. Load point location can be defined in two ways :

• X absolute: enter distance from model origin (x = 0),
• X relative: enter the distance of load from origin of an existing beam element (to be
selected from the given list).
Then create all load points of the shaft line: propeller, gearwheel, additional masses (seals, couplings…).
2.2.4. Loading conditions
A set of load values, input for each load point, is to be created. It is possible to have several loading
conditions for the same load points. It is therefore possible to create one loading condition for each real
operating condition of the ship: static, running, submerged, dry-dock, etc.
Proceed as follows to create loading condition:
2 3
1. List of created loading conditions (example : static and running),
2. Click on a loading condition and enter forces (kN) and moment (kN.m) for each load point,
3. Direction and sign convention of input loads is detailed.
Then create all load points of the shaft line: propeller, gearwheel, additional masses (seals, couplings…).
Notes
¾ There are two possibilities to model additional masses :

- Affect an additional mass (kg) on a beam element. The mass will be distributed over beam
length.
- Create a punctual load point and convert mass (kg) to weight value (kN).
¾ Pay attention to sign convention of input loads: weights will be negative.
¾ The data used for vertical calculations are Fz and My.
2.2.5. Coupling points
A coupling point is a particular node of the model where coupling condition (GAP/SAG) will be
computed. This point will separate the two or more sub-systems: tail shaft / intermediate shaft or
intermediate shaft / gear shaft for example.
1 3
1. Enter coupling point location (absolute or relative position),
2. If a spacer ring is included in the model, enter corresponding length of the beam element. For
open condition calculation, this ring will not be considered. If there is no spacer ring, ring
length is to be equal to zero.
3. A new feature has been added: reverse calculation from GAP and SAG measured values.
When bearings offsets onboard are unknown for any reason (modification of alignment
onboard without procedure), it is possible to compute offsets based on measured GAP and
SAG values. Offsets can be re-computed in the two directions: horizontal and vertical. See
procedure § 3.2.5.
Note
¾ In case of complex system with Tail Shaft + Intermediate Shaft + Gearbox Shaft (see example above) a
dedicated group of nodes should be created and then proceed as follows:
- Create two coupling points at each flange location,
- Create if necessary temporary support for intermediate shaft by creating a new bearing,
- Compute open condition (see § 3.2.4). You will have 2 results of GAP/SAG, with the 3 shafts
disconnected.
- Copy entire group of nodes (right click on group name and click on duplicate),
- Delete first coupling point Tail shaft / Int. shaft and delete temporary support,
- Compute open condition. You will have GAP/SAG value between gearbox and tail shaft
connected with intermediate shaft.
2.2.6. Jack-up points
Jack-up point is the location where jacking system will be installed in order to check bearing load when
shaft line is connected. Usually, it concerns forward stern tube bearing, intermediate bearing(s), aft gearbox
bearing and engine bearings (not applicable for roller bearings). The correction factor between load
measured on the jack device and real load on the bearing will be computed.
1. Name and choose the bearing concerned by jack-up test,
2. Enter the location of jacking device (absolute or relative).
Notes
¾ Warning: a jack-up point can not be positioned in the same location of other particular node (bearing,
coupling point, load point, etc.). If the actual location should be the same, modify jack position aft or
forward by 1mm, it will not significantly influence the result.
2.2.7. Gauge points
A new feature has been implemented in LIRA 2.0. It is now possible to compute some bearings
offsets and related reactions from strain gauges measurement. The number of gauge points is to be equal to
the number of investigated bearing(s). Moreover, measurement should be done as close as possible of
concerned bearing: results will be more precise.
Create a gauge point as follows:

• Duplicate the group of nodes: it will therefore be possible to compare classic calculation and
calculation with gauge point. It will not be possible to performed classic calculation if a gauge
point is added on the model.
• Create gauge point and enter data :
1 2
1. Name and enter gauge position (absolute or relative),
2. Enter measured values of bending moment. Sign convention should be carefully followed.
Notes
¾ It is reminded that the unknown bearing(s) should be defined with offset type “From measurement” in
offset condition parameters. See paragraph 2.2.2.
3. Performing calculations with LIRA 2.0
3.1. Launch a calculation
The following window appears:
1. Select calculation parameters: shaft line, group of nodes, offset condition and loading
condition.
2. Select calculation type (see details of each type in paragraph 2.2.)
3. Click on “Check Model”: some model key information will be checked before launching
computation: bearing position, null diameters, etc. This check is an option.
• If the model is well defined, the following spot turns green:
• If an error is found, the spot turns red sign and a description window opens :
Hereafter is the list of warnings/errors that can be detected by “Check model” option. Errors are mistakes
in the model which lead to false results or to the impossibility for the program to perform all selected
calculation cases. “Warnings” are indications about non relevant parameters or about omissions in the
model.
Errors
ERR-LRA-01 There are more than 2 Aft bush bearings.
ERR-LRA-02 There are more than 2 Forward bush bearings.
ERR-LRA-03 There are less than 2 bearings with an imposed offset.
ERR-LRA-04 Number of measured bearings and strain gauges are different.
ERR-LRA-05 There are less than 2 bearings. Influence coefficients can not be computed.
There are less than 2 bearings with an imposed offset between two open flange
ERR-LRA-06 points or between one open flange point and one extremity. Check sub-system
number xx
There are less than 2 bearings between two open flange points or between one
ERR-LRA-07
open flange point and one extremity.
ERR-LRA-08 A node is located before or at shaftline start. Check position for element : xx
A bearing is located between a jack-up and its reference bearing. Check jack-up
ERR-LRA-09
: xx
ERR-LRA-10 A jack-up doesn't have a reference bearing. Check jack-up : xx
Warnings
WAR-LRA-01 An offset is greater than 10mm for bearing : xx
WAR-LRA-02 An gap or sag value is greater than 10mm for open flange point : xx
WAR-LRA-03 Beams with type -Aft bush Beam- are not grouped.
WAR-LRA-04 There can be only 0 or 2 gearbox bearings.
WAR-LRA-05 A bearing is located between 2 gearbox bearings. Bearing : xx
WAR-LRA-06 A bearing is located between 2 engine bearings. Bearing : xx
WAR-LRA-07 Two nodes are defined at the same position. Check positions for elements : xx
WAR-LRA-08 A node is located beyond shaftline end. Check position for element : xx
Coupling conditions calculation option has been set, but model contains no open
WAR-LRA-09
flange point. xx
Reverse Gap/Sag calculation option has been set, but model contains no open
WAR-LRA-10
flange point.
WAR-LRA-11 Jack-up calculation option has been set, but model contains no jack-up point. xx
3.2. Types of calculations
3.2.1. Shaft line calculation
This calculation type is a complete computation of shaft line behaviour for given group of nodes, offset
and loading conditions. If thermal expansion is entered in bearing data, calculation of both cold and hot
conditions is performed. For each one, results in vertical and horizontal planes are directly available. If the
model includes a gauge point, calculation of bearing reaction and offset is based on gauge point parameters.
Available results:
Results window looks like as below:
1. Results of each condition are listed in the project tree.
2. Name of results label can be changed. Parameters of the calculation case are listed, and total
shaft line mass is calculated.
3. Choose of result plane (vertical or horizontal) is possible. Model and displacement curves are
plotted on the upper diagram.
4. Lower diagram shows bending moment and shear force curves.
For each beam element, following data are computed: displacement (mm) / slope (mm/m) / bending
moment (kN.m) / shear force (kN). Click on “General” and below table is shown:
Notes
¾ The sign convention (in 2D) is reminded in the table. It is different from convention of input forces (3D).
¾ It is possible to switch the display between vertical and horizontal results.
¾ The blue lines refer to bearings location where reaction values are indicated.
For each bearing, additional results are presented:
• Displacement (mm).
• Slope (mm/m)
• Reaction in both vertical and horizontal direction and resultant (kN).
• Specific pressure (N/mm²): reaction divided by bearing projected area and corresponding
maximum rule value.
• Aft bush bearing: Mean slope (mm/m) over the bearing length and corresponding maximum rule
value.
• Gearbox bearings: Load balance (%) between aft and forward bearing.
In the above results summary for bearings, some usual class criteria have been integrated:
• Shaft slope - limit value of shaft slope in aft bush bearing for static condition (cold and hot) is
defined as follows :
Θ actual shaft slope on bearing length (mm/m)

c
θ≤ C diametral clearance (mm)
2L L aft bush length (m)
When calculated bearing mean slope is over above limit, corresponding cell colour turns to red. Moreover,
BV usually recommends having a slope lower than 0.3 mm/m.
• Maximum specific pressure on bearing anti-friction material - usual limits depend on type of
material:
White metal
Stern tube bearings 0.8 N/mm²
Gearbox / Crankshaft bearings 1.1 N/mm²
Synthetic (Railko,…)
Stern tube bearings 0.6 N/mm²
There is no common limit in terms of pressure for roller and rubber bearings. Cell turns red when specific
pressure in sterntube bearings is bigger than 0.6 N/mm². When bearing length is not defined, cell value is
equal to “infini”:
• Distribution of reactions in gearbox bearings :
If we note R A : resultant load (horizontal and vertical) on aft gearbox bearing

R B : resultant load (horizontal and vertical) on fwd gearbox bearing
Most of gearbox manufacturers mention below criteria followed by BV:
Difference between R A and R B is to be less than 50% of RA+RB in static condition.

Difference between R A and R B is to be less than 20% of RA+RB in running condition.
Results cells change into red when distribution is outside rule range. In below case, 40% 60% is acceptable
in static condition.
Notes
¾ These above limits are given for information, it should be carefully checked for each components what
are the manufacturer recommendations and to verify if calculated values are in compliance with these
more specific limits.
3.2.2. Influence coefficients
It is possible to perform the calculation of influence coefficients matrix. It gives the modification of
bearings reactions when a displacement of 1 mm downward is imposed on one bearing, giving then
information about shaft line stiffness.
3.2.3. Jack-up correction factors
Calculation of jack-up correction factors is necessary to check bearing loads onboard. LIRA gives the
correction factor between jack load (in way of jacking device) and actual bearing reaction.
Correction factors are computed for two measurement configurations:
3.2.4. Coupling conditions
This calculation gives values of GAP / SAG at coupling points, in both vertical and horizontal
directions. Results of each sub-system (prop. shaft, int. shaft, gear shaft) are also detailed, as for usual
alignment calculation (see § 2.1.1).
Detailed alignment result tables are available: click on “General” or “Bearings”.
The table of open flange results summarizes the displacements and slopes of each sub-systems ends in
way of all coupling points location. The value of gap and sag are given at the end of the table with a
symbolic sketch of coupling position which indicates where the positive measurements should be taken.
3.2.5. Reverse GAP and SAG calculation
This new feature is to be used when alignment condition (gearbox or engine position) is not precisely
known. From input GAP and SAG value, it is possible to compute gearbox or engine bearings offsets.
• Enter measured GAP/SAG values :
• Launch calculation. Following results are displayed:
It is then possible to use these computed offsets in a new offset condition, for calculation of a more realistic
case, based on measured GAP and SAG values.
Note
¾ In case of shaft line directly coupled to the main engine, reverse calculation of engine bearings offsets
will give aligned position of the bearings.
3.3. Results saving
File type *.lrx does not include saving of results (curves, lists, tables), but it saves calculated cases
parameters: selected shaft line, group of node, and offsets and loading conditions.
The user closes a file after having performed some calculations. When this file is opened again it is possible
to refresh all calculations:
or to refresh only one calculation :
When modifications are made on the model, there are three possibilities:
1. Modifications only have influence on results (change of bearing positions or force value for
instance), the former calculation is re-computed and listed with the following symbol:
2. Modifications are generating a warning (see 3.1): results are computed but to need be
carefully checked. Former calculation is listed with the following symbol :
3. Modifications are generating an error (see 3.1). Former calculation is listed with the following
symbol :
To get some information about warning/errors revealed by above icons, the option Check model is available
with right click on result name:
The error/warning window appears:
4. Using output data
4.1. Direct selection
For quick use of output results, it is possible to select cells in output tables and to copy/paste the
selection in Excel:
4.2. Curves preview
It is possible to preview curves of one calculation case:
It is possible to export this preview in a pdf file or an Excel document:
4.3. Simple calculation preview
This report will summarize result table of one calculation. It includes both cold and hot cases, in both
vertical and horizontal planes.
As explained for curves report (see § 4.2), it is possible to export these results in a pdf of an Excel file.
4.4. Complete shaft line report
It is possible to create a complete pdf file summarizing all input data and calculation of a modelled
shaft line. Click on in file toolbar or right click on shaft line label in the model tree:
Then choose shaft line and related calculation(s) to be included in the report:
A pdf file is created, including shaft line input data. It can take several minutes to produce this report, in
relation with number of chosen calculation cases.
5. Support
For any question about LIRA 2.0 software, please send e-mail to:
marine.software@bureauveritas.com

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User Guide for LIRA 2.

1. Inconvenience of a straight alignment

• Irrational distribution of reactions in way of bearings,

2. Rational shaft alignment

2.1. Main objectives

• Acceptable and equilibrated reactions on supports (shaft / gearbox / engine),

Slope in aft bush Correction

Fwd bush moved up

Alignment correction: example of semi-speed engine installation (gearbox).

Rational alignment theory implemented in LIRA is based on following assumptions:

• Shaft line is made of elastic beam elements,

LIRA 2.0 – User Guide

1. Running LIRA 2.0

1.1. Open existing *.lra file

1.2. New file

1. project tree with all created objects,

2. Creating a shaft line model

A shaft line is an object containing two main parts:

A Lira 2.0 file can include several shaft lines.

To create a shaft line, right click on ship name in model tree:

Enter shaft line information:

2.1. Beam elements

Click on + and right click on “Beams”:

• Right click on project tree :

• Right click on model diagram :

• Right click on project tree icons :

Add new Delete

Beams input parameters are the following:

2.2. Group of nodes

2.2.2. Offset conditions

2. Choose the type of offset:

2.2.3. Load points

1. Created load appears on model diagram,

2. Enter the name of load point,

3. Load point location can be defined in two ways :

2.2.4. Loading conditions

Proceed as follows to create loading condition:

1. List of created loading conditions (example : static and running),

3. Direction and sign convention of input loads is detailed.

¾ There are two possibilities to model additional masses :

2.2.5. Coupling points

1. Enter coupling point location (absolute or relative position),

2.2.6. Jack-up points

1. Name and choose the bearing concerned by jack-up test,

2. Enter the location of jacking device (absolute or relative).

2.2.7. Gauge points

Create a gauge point as follows:

1. Name and enter gauge position (absolute or relative),

3. Performing calculations with LIRA 2.0

3.1. Launch a calculation

The following window appears:

2. Select calculation type (see details of each type in paragraph 2.2.)

• If the model is well defined, the following spot turns green:

ERR-LRA-02 There are more than 2 Forward bush bearings.

ERR-LRA-03 There are less than 2 bearings with an imposed offset.

ERR-LRA-04 Number of measured bearings and strain gauges are different.

ERR-LRA-10 A jack-up doesn't have a reference bearing. Check jack-up : xx

WAR-LRA-04 There can be only 0 or 2 gearbox bearings.

WAR-LRA-05 A bearing is located between 2 gearbox bearings. Bearing : xx

WAR-LRA-06 A bearing is located between 2 engine bearings. Bearing : xx

3.2. Types of calculations

3.2.1. Shaft line calculation

Results window looks like as below:

1. Results of each condition are listed in the project tree.