Vibration of Marine Diesel Engine Foundation
Vibration of Marine Diesel Engine Foundation
Vibration of Marine Diesel Engine Foundation
=
submerged are sides both if 2
submerged is side one if 1
c
t
e
is the equivalent thickness of the panel given by
( )
p y y p x x e
B n A L n A t t / / + + = ( (6)
B
p
= breadth of panel, m
L
p
= length of panel, m
A
x
= cross sectional area of stiffeners parallel to x-axis
A
y
= cross sectional area of stiffeners parallel to x-axis
n
x
= number of stiffeners parallel to x-axis
n
y
= number of stiffeners parallel to y-axis
5. Hull/Machinery Incompatibility
The natural frequency corresponding to the two nodes vertical vibrations can be
estimated with reasonable accuracy by Kumai's formula [1, 11]
3
6
2
10 . 07 . 3
L
I
N
i
v
v
A
= , cpm (7)
The International Maritime Transport and Logistics Conference
"A Vision For Future Integration"
18 - 20 December 2011
5 of 10
where:
v
I = moment of inertia of midship section, m
4
A + = A )
3
2 . 1 (
T
B
i
=displacement including virtual added mass of water, tonnes
B =
beam
, m
T = Draft, m
A
=
displacement
, tonnes
The higher modes can be calculated based on the following formula:
) 1 (
2
~ n N N
v nv
(8)
=
s ker Tan
Carriers Bulk
rgo Ca General
02 . 1
0 . 1
845 . 0
6. Case study:
The dynamic analysis is outlined for a given engine supporting foundation in
order to determine its natural frequencies and associated mode shapes. The
objective is to evaluate the engine exciting forces and moment and to study the
hull /machinery incompatibility, and the vibration response of the system. The
particulars of the candidate ship and its propulsion system are given in Table 1.
Table 1: Candidate ship and propulsion system
Ship Particulars
Engine Data
Ship type Ro-Ro Engine type 2-stroke
diesel engine
Displacement 27531 tonnes Number of cylinders 6 cylinder
Dead Weight 15725 tonnes Bore 600 mm
LBP 183.0 m Stroke 2400 mm
Breadth 27.40 m Crank pin radius 1200 mm
Depth 19.3 m Connecting rod length 2460 mm
Draft 9 m Oscillating mass/cylinder 5003.0 kg
Speed 20.75 knots Firing order 1-5-3-4-2-6
Block Coefficient 0.604 Maximum pressure 15.0 MPa
Propeller Data
Mean indicated
pressure/MCR
2.00 MPa
Max. continuous output 13530 kW
Type fixed pitch Max. continuous speed 105 rpm
No. of blades 4 Span of bearings 1020 mm
Diameter 4600 mm Diameter of bearings 720 mm
6.1. Engine foundation
The particulars and scantlings of the foundation block according to IACS
requirements [10] and recommendation of the manufacturer are shown in Fig.4
and Fig.5.
The International Maritime Transport and Logistics Conference
"A Vision For Future Integration"
18 - 20 December 2011
6 of 10
Figure 3: Plan view of foundation block
Figure 4: Transverse sections in engine foundation
The foundation is modeled as semi-infinite shell elements of different
thicknesses. The model is then fully meshed into elements of 0.2 m edge
length. The values used for the present model are 210 E+10 N/m
2
for Young's
modulus and 7.862 t/m
3
for density. Modal analysis options had been set to
extend 10 natural frequencies with their corresponding mode shape, to make
sure that all are away of the engine running speeds. To take into account the
effect of water damping for the model under consideration, the reduction factor
is calculated as
w
A =0.389
The corrected natural frequencies for the effect of water damping are shown in
Table 2.
The International Maritime Transport and Logistics Conference
"A Vision For Future Integration"
18 - 20 December 2011
7 of 10
Table 2 Water damped natural frequency
Mode Number
Natural frequency
in air, Hz
Natural frequency
in water, Hz
1 88.81 46.6
2 150.48 79.0
3-7 184.75 97.0
8,9 189.19 99.3
9,10 190.57 100.0
6.2. Engine exciting forces:
For the engine under consideration the vector sum of all exciting forces tends
to zero, leaving an exciting moment of the 2
nd
order in the vertical direction.
The amplitude of this moment can be calculated by Equation 1 and illustrated
by Fig.6 for different engine speeds.
Figure 5: Amplitude of the 2
nd
order vertical moment
From the figure, the value of the 2
nd
order vertical moment of the engine at the
MCR (105 rpm) is 1251 KN.m; this value is very close to that given in the
maker catalogue which is 1266 KN.m[33]. Equation 1 seems to be quite
adequate to evaluate the engine exciting moment in the absence of detailed
data.
6.3. Hull/engine/foundation compatibility
The possibility of resonance due to the lower hull girder vertical modes with the
second order moment engine exciting frequency is demonstrated by Figure 7.
The International Maritime Transport and Logistics Conference
"A Vision For Future Integration"
18 - 20 December 2011
8 of 10
Figure 6: Hull girder natural frequency and engine exciting frequency
The results of modal analysis summarized in Table 2 show that, the fundamental
frequency which in general is the most important one, equal 46.6 Hz. Fortunately
this result is 13 times greater than the exciting frequency of 3.5Hz at the engine
MCR as calculated from equation(2); all higher modes are insignificant and can be
completely ignored.
For the situation of hull /machinery incompatibility represented by Fig .7, the
designer can catch the critical engine speeds which coincide with the hull girder
vibration as summarized in Table 3. The engine exciting frequencies are compared
with the engine foundation and hull girder natural frequencies in Fig. 8. According
to the aforementioned analysis the best operating range for the whole propulsion
system and the candidate ship is from 65 to 105 rpm [13].
Table 3: Engine critical speeds
Item Global hull Engine foundation
Natural frequency, Hz From0.66 to 4.63 From 46.6 to 100
Critical engine speeds,
rpm
20; 37; 51 and 64 None
Figure 7: Calculated frequency ranges
The International Maritime Transport and Logistics Conference
"A Vision For Future Integration"
18 - 20 December 2011
9 of 10
7. Conclusions:
- A finite element model intended to be used for prediction of the natural
frequencies of the engine foundation is required to confirm that, engine
foundation has natural frequencies far away from the exciting frequencies
of the engine at different loading conditions to avoid resonance. The
modeling has been applied to a foundation of a 2-stroke, 6-cylinder diesel
engine. The effect of water damping is taken into consideration; the result
show that the fundamental frequency of the engine foundation is about 13
times greater than the exciting frequency of the engine at its MCR for the
analysis output results.
- The magnitude and orders of engine external exciting moments must be
considered when deciding hull /engine particulars at the early design
stage in order to reduce the risk of severe disturbance due to these
moments.
- The purpose of the analysis presented is to protect the engine, its supporting
structure and the ship hull from excessive vibration levels by avoidance of
the resulting critical frequencies.
8. References:
1. Veritec, A.S.(1985), Vibration Control in Ships, Marine Technology
Consultants Norway.
2. Tienhaara, H. (2004), Guidelines to engine dynamics and vibrations,
Wrtsil, NSD Switzerland Ltd.
3. Woodward , B.J. (1981), Low Speed Marine Diesel, New York
4. Sipes, J. D.(1990), Ship Vibration Design Guide, SSC-350.
5. Jenzer, J.(1997), Some Vibration Aspects of Modern Ship Installations,
Vrtsil NSD Switzerland Ltd.
6. Harrell, P. and Shaffer, A. (2004), Foundation Design for an 8000 HP
High-Speed Reciprocating Compressor, GMRC Gas Machinery
Conference, New Mexico, October.
7. Beards, C.F. (1995), Engineering Vibration Analysis with Application to
Control Systems, Edward Arnold, London.
8. Beards, C.F. (1996), Structural Vibration Analysis and Damping,
Edward Arnold, London.
9. MAN B&W (1996), MC Programme Engine Selection Guide, MAN
B&W Diesel A/S, Denmark, Copenhagen.
10. International Association of Classification Societies," Requirements
concerning Machinery Installations IACS Req.2005, www.iacs.org.uk.
11. Vorus, W.S. (1988), Vibrations in Principles of Naval Architecture the
Society of Naval Architecture and Marine Engineering, New York.
The International Maritime Transport and Logistics Conference
"A Vision For Future Integration"
18 - 20 December 2011
10 of 10
12. Kamath M., Dalal N.., Sivaraman E., Kolarik W. (2004), toward an
Integrated Framework for Modelling Enterprise Processes
communications of the ACM, March 2004, Vol. 47. No3, 83-87.
13. Yehia, W (2006), "Vibration Aspects of Marine Propulsion System",
M.Sc. thesis, Faculty of Engineering, Suez Canal University.