VIBRATION TECHNOLOGY

Note Book For Marine Engineers INTRODUCTION: The development of new engine generations for minimum fuel consumption involving greater stroke/bore ratios, lower running speeds and higher combustion pressure, for lower installation and operating costs as well as for higher reliability and a very large spectrum of different shaft line arrangements largely influences the vibration analysis of a modern ship installation. There are a number of ways in which the mechanical and operating condition of machines are checked. Some of the more common of these include checks of speed, load, pressure flow and temperature. But in more recent years, it has been shown demonstrably, that vibration has become one of the most sensitive and accurate of these indicators of Machinery onditions. Moreover, in addition to its capability to sense machinery defects earlier than other types of sensors, it can also be used to pinpoint the specific source or machinery component which is defective. ! machine may fail before or after the set periodic maintenance and is not predictable, but using vibration analysis in the preventive maintenance. "ithin the area of machinery preventive maintenance a typical vibration program makes use of vibration analysis in a number of ways which include periodic routine vibration measurements of machines to check their mechanical condition. !nother use of vibration analysis is to reduce / control noise because comfort of personnel onboard ship is today common concern. Machinery vibration is intimately related to noise. The close relationship of noise and vibration is further indicated by the fact that many vibration instruments can also be used for noise measurements. #n many cases, it is possible to achieve significant noise reduction through correction of vibration problems. The benefit being improved mechanical conditions $uieter operation and improved human efficiency. DEFINITION: Vibration: %scillation of an ob&ect about its position of rest is called vibration E !itation so"r!es !n e'citation source is the disturbing influence, which generates and maintains vibrations. This source may be a free moment guide force moment produced by engine, the influence or engine frame and ships structure arising from the a'ial vibration of the shaft system, or the influence on the same parts from the torsional vibration of the shaft system. The e'citation sources in a diesel engine are cyclic by nature, meaning that they vary periodically during the working cycle of the engine. #n order to evaluate the influence of an e'citation source, a so called harmonic analysis is performed, by which an e'citation source is represented by a sum of e'citation acting with different fre$uencies, which are multiples of the engine(s rotational fre$uency. Mathematically, this is e'pressed as follows: ) * )+ os , - + . - )n ' os , /' - n . * rank angle. * 0hase angle. )+ os , - + . is called first order force, because it acts once per revolution. )/ os / , /' - n . is called second order force as it acts twice per revolution and so on. Nat"ra# Fre$"en!% & Resonan!e: ! natural fre$uency is a characteristic fre$uency at which a solid ob&ect will vibrate freely, if sub&ected to an impact. !ny system of solid elements e.g. Solid shaft or ship has several natural fre$uencies, each corresponding to a certain vibration mode. 1esonance occurs when the fre$uency of the e'citation coincides with a natural fre$uency and when this happens $uite high vibration levels can be the result. 2.g. alculations have revealed that a vertical hull vibration has a natural fre$uency of 3.43 56. This corresponds to 3.43 ' 78 cycle/min * /38 cycles/min. #f the engine runs at ++9 r/min at M 1, so obviously there is no risk of resonance with the first order moment, as its ma'imum e'citation fre$uency is: ++9' + cycle/min * ++9 cycles/min Engineer M. A. Hamid

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Note Book For Marine Engineers The second order moment has an e'citation fre$uency of up to: ++9' / cycle/min * /3: cycles/min This means that resonance with the /nd order moment may occur at /38/ / * ++;r/min. orresponding to ,++;/++9.3 ' +88 * <;= load. Therefore it is relevant to consider out balancing the /nd order moment in case of the engine to be in stalled. C%!#e o' Vibration: #f the ob&ect is set in motion, it will move back and forth between some upper and lower limits. The movement of the mass through all its positions and back to the point when it is ready to repeat the motion is defined as one >cycle of vibration.? (erio) o' *ibration: The time taken to complete one cycle of vibration is called >0eriod of @ibration.? Fre$"en!% o' *ibration: The number of cycles in a given length of time ,e.g. + minute. is the >fre$uency of vibration.? )re$uency is usually stated in >cycles per minute? ,cpm. or > ycle per second? ,cps.. These are called >5ert6?. 2.g. ! machine may vibrate at AAAAAAcpm which is same as 78 56. B)re$uency is one of the basic characteristic is used to measure and disable vibration others include C displacement, velocity and accelerationD Dis+#a!e,ent: The ma'imum distance the ob&ect moves, calculated a >peak to peak? displacement and measured in microns * 8.88+ mm B5ow much the ob&ect is vibratingD Ve#o!it%: #t indicated how fast the ob&ect is vibrating. @elocity is measured in >mm per second?. A!!e#eration: #t is related to the forces, which are causing the vibration. B!cceleration is ma'. at its ma' limits of displacementD !cceleration s measured cm per sec/. (-ase or (-ase Ang#e: The angular difference at any given instances between two parts with respect to a complete vibration cycle and is usually e'pressed in degrees. Bused to compare the motion of a vibrating part with a fi'ed reference or comparing two parts of a machine structure vibrating at the same fre$uencyDBMeasured using a Strobe EightD Vibrations . t/o t%+es 01 Free Vibration: #n an elastic system onsisting of a wt. connected to a sprint. #f the spring is compressed and released the weight will oscillated this free vibration will occur at the natural fre$uency for the system. The natural force depends on physical properties of the spring and weight. 21 For!e) Vibration: "hen an oscillatory e'ternal force is applied so that the system vibrates at the fre$uency of this e'isting force the system is said to have a forced vibration. Vibration No)es: ! node is formed where the deflection is 6ero and the amplitude changes signs. More the nodes higher the corresponding natural fre$uency. Da,+ing: The deflections in a system will only reach a certain value, as there is some kind of energy absorbing friction in all systems. This friction is damping. Inertia#: #t is that property of matter, by virtue of which a body cannot move of itself nor change the motion impacted to it. Mo,ent: #t is the turning effect produced by a force on the body on which it acts. Torsion: "hen a machine member is sub&ected to the action of two e$ual and opposite couples acting in parallel plans, then the machine member is said to be sub&ected to motion. 3tress: The internal force per unit area at any section of the body is known as stress. This is a response to an e'ternal force. Engineer M. A. Hamid

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Note Book For Marine Engineers 3train: The deformation per unit length, due to the deformation by an e'ternal force is known as strain. Criti!a# s+ee): Fue to the periodic disturbing force the firing force at regular intervals, torsional vibrations about the mean displacement of the shaft takes place. "hen the fre$uency of periodic firing pulses becomes e$ual to the natural free vibration of the shafting system resonance occurs and at this relevant speed that amplitude of vibration of the shaft reach of ma'imum value. Speeds close to this critical speed on the higher as well as lower sides are said to be in the critical range and the engine should not be allowed to continue in this range as there is every danger of shafting system failure, if the amplitudes reach a dangerous lever. ,Beyond their elastic limits.. GENERAL (RINCI(LE3 Ships and their machinery installation can be regarded as fle'ible structure, which are susceptible to vibration. These structures also called vibration systems can be modeled as sets of mass or inertia elements connected by stiffness and damping elements. @ibrations occur when the @ibration System. #s submitted to periodic e'citation forces or moments. #n marine installation the propeller and the diesel engine are the two principal sources of periodic e'citations. #nstallation with two and four stroke diesel engines or both treated in similar ways. Eets consider simple mass elastic system, containing Mass GM(, Stiffness G (, Famping GB(, 0eriodic e'citation force GT(, 1esponse of the system to e'citation force T C(H(, 1efer )ig. +I #f the mass M is removed from its e$uilibrium position ,where ' *8. then it will freely. %scillate around its original position with a constant, specific fre$uency Gfn( called natural fre$uency only depends on the geometric characteristics of the system namely mass, stiffness and damping. Vibration Contro# There are two ways to deal with the resonance problem a. #t may be possible to modify the system geometry in such a way that either resonance does not occur in the installation(s normal operating speed range. #n single mass system modification of the system geometry means changing the mass, the stiffness or both, these modifications influence the natural fre$uency of system, which leads to a reduction of amplitude at the operating speed. This method is very common for avoiding unaccepted levels of vibration in a given speed range. !nother possibility for reducing amplitude close to the resonance fre$uency fn consists of increasing the sampling. This method is mainly used to reduce the torsional vibration is a given speed range by adding a vision damper at the free end of the crankshaft. #f this countermeasure is not enough, it means that the amplitude is still too large. !nother method must be used, by adding an e'tra mass C elastic system. #n this case resonance fre$uency Gfn( is split into f in and f /n these fre$uencies depend on the added mass GM( and stiffness , to limit the amplitude at these fre$uencies a damping B is also added. This additional vibration system allows reduction of amplitude over a wide speed range. This method is mainly implemented by adding a spring damper at the free and of the crankshaft. b. The second way of dealing with the resonance problem is to compensate, either wholly or only in part, for the e'citation force, or moment close to the resonance fre$uency by the addition of a compensating element, which acts in counter phase. This method is largely used to reduce the influence of the e'ternal second order vertical moment in two stroke diesel engines by adding a second balancer ,Eanchester or electric type..

E !itation: 0eriodic forces causing e'citation can arise from: +. @ibration and noise due to propeller /. The propeller can induce ship vibration in two ways: 3. Jnsteady forces transmitted through the shaft bearing and :. 0ressure forces, which act on the hull plating and appendages in the vicinity of the propeller. Selecting right number of blades is essential to avoid e'citing hull vibration superstructure K machinery resonance at normal operating speeds. The propeller press forces are dependent on the clearances between the hull K the propeller, the blade thickness K the blade load distribution. Blade cavitations can greatly enhance the propeller pressure especially if the unsteadiness in the cavitations coincides with the blade fre$uency which of common in usual cause. Engineer M. A. Hamid

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Note Book For Marine Engineers Blade rage and skew can be used to minimi6e vibration. Blade elbow, i.e. differential displacement of the blade chords along the helical reference lines, permits a more gradual entry of the blade into a wake region. The idea is to match the wake with the blade shaft. 5ighly skewed blades can reduce the bearing forces to oneIfourth the value for unscrewed and the pressure forces can be reduced by one half. %n highIspeed ships main source of propeller vibration is the unsteady pressure force caused by a cavitating propeller. Some times in senior cases of vibration fins are welded on to the hull to alleviate the noise and vibration problems. !nother propeller noise is singing. This noise is generally associated with vertices shedding from the blade tailing edges in such a way that the whole tailing edge is at resonant fre$uency. Sometimes it may be due to damaged blade, e'citation from shaft or cavitations. Lormally it is due to vertices shedding. This is controlled by blade trailing edge sharpening is the induced angle between the blade face and back is /; or less 4a*e 'or!es: ! ship in waves is sub&ect to varying pressures around its hull. Because the ships hull is elastic in nature some of the wave energy is transferred to the hull causing main hull and local vibrations. They are usually classified as springing or whipping vibrations. Springing I is fairly continuous and steady vibration. #n the fundamental hull mode due to the general pressure field acting on the hull. Whipping I is a transient vibration caused by slamming or shipping green seas. Genera##% *erti!a# @ibrations are most up because the vertical. omponents of wave forces are dominant. 5owever hori6ontal K torsional vibration. an be important in ships with large opening or of relatively light shuttling e.g. container ships or light carriers. The additional bending stresses due to vibration may be significant in fatigue because of the fre$uently K the stresses caused by whipping can be of the some order of magnitude as the wave bending stresses. Ma!-iner%: 1otating Machinery such as turbines and electric motors generally produce forces which are of low magnitude K relatively high fre$uency. 1eciprocating machinery on the other hand produces larger magnitude forces of low fre$uency. Earge diesels are likely to pose the most serious problems particularly where, probably for economic reasons, : or ; cycle. 2ngines are chosen with their large imbalance forces at fre$uency e$ual to the product of the remaining speed and number of cylinders. !u'iliary diesels are a source of local vibration forces transmitted to the ships structure can be much reduced by fle'ible mounting systems. #n more critical cases vibration neutrali6ers can be fitted in the form of spring K damped weights, which absorbs energy, or active system can be used which generate forces e$ual but antiIphase to the disturbing forces. Res+onses: !s with any vibration phenomenon, the response of the ship or put of the ship to on e'citing force depends upon the fre$uency of the e'citation compared with the natural fre$uency of the system and the damping preset as indicated. The most serious vibration occur when the natural fre$uency of the structure is close to that of the applied force ,i.e. at resonance. M * magnification factor * Fynamic response amplitude Static response amplitude.
"

/"o * The rate of the fre$uency of applied disturbance to the natural fre$uency of the structure.

Magni'ie) 'a!tor: The response by the ship may be as a whole or in a local area or piece of structure. #n the forever cases the ship responds to the e'citing forces by vibrating as a free C free beam. #n this type of vibration certain points along the length suffer no displacement and thus points are called nodes. The term antiInodes are used for the period of ma'imum displacement between nodes. The hull can vibrate in different ways, or nodes involving +, /, 3, : or more nodes, although the single node mode applies only to torsional vibration. The natural fre$uency of the vibration increases the number of node increases. There is nothing a designer can do to prevent this free vibration K there is little he can do to alter the fre$uencies at which resonance occurs. 5e can only recogni6e that they e'ist, calculate the critical fre$uency and try to avoid any e'citing forces at these values. There are two tests carried out: I Engineer M. A. Hamid

VIBRATION TECHNOLOGY
Note Book For Marine Engineers a. The vertical vibration is intended to be used for evaluating hull K superstructure vibration indicating where adverse comment is to be e'pected. !pplicable to turbine K diesel engine driven merchant ships +88m long K longer it is not to establish vibration criteria for acceptance or testing of machinery or e$uipment. The peak values K fre$uency of main region of ship are used to evaluate responses of e$uipment K detect resonance, which the designing will endeavor to design out. 1esonance is considered significant when M e'ceeds 3. b. The endurance tests are then conducted at the fi'ed fre$uency and any fre$uency, determined by the vibration. 1esponse test, giving rise to significant resonance, which the designer was unable to eliminate. onsidering all the possible vibrating system in local structure, it is impossible to avoid some resonance with the e'isting forces. 2$ually it is impossibly to calculate all the fre$uencies likely to be present. !ll the designers can do is selecting for calculations these areas when vibration would be particularly obno'ious, for the rest, troubles will be shown up on trial and can be cured by stiffening although this is a conveniently late stage. E terna# Unba#an!e) Mo,ents 2'ternal unbalanced moments are classified as + st order moments ,acting in both the hori6ontal and vertical directions. and /nd order moments ,acting in the vertical direction only.. Furing the working cycle of an engine there are in critical forces as well as gas forces acting on the drive train. The inertia forces are divided into inertia forces acting on rotating masses and on reciprocating masses. The inertia forces acting on reciprocating masses however depend on the actual position of the pistonN even through the engine speed is constant. The same applies to the gas forces they are not constant during the working cycle. These forces are counter acted by reaction forces in the crankshaft, thus making the resultant force e$ual to 6ero, but the e'ternal unbalanced moments will still e'ist. The e'ternal moments are known as the +st order moments ,acting in both the vertical and hori6ontal directions. and /nd order moments acting in the vertical direction only, because they originate solely in the inertia forces on the reciprocating masses. Moments of higher order e'ist but are normally ignored, as they are very small. 1st order moment: I The +st order moments act with a fre$uency corresponding to the engine speed ' +. The +st order moments normally cause no vibration problems, but in : cylinder engines it is recommended to evaluate the risk because in rare cases the cylinder configuration may cause vibration. 1esonance with a +st order moment may occur for hull vibration with / and / or 3 nodes. This resonance can be calculated and then it can be decided whether or not a compensator is necessary. ompensators are counter weight, which may be ad&ustable. These counter weights can reduce the vertical moment to an insignificant value. ,!lthough they simultaneously increase the hori6ontal moment. so this resonance is easily dealt with. 2n) or)er ,o,ent The /nd order moment acts with a fre$uency corresponding to twice the engine speed. The /nd order moment acts in the vertical direction only. %wing to the magnitude of the /nd order moment, it is only relevant to compensate this moment on : K ; cylinder engines for which reason it is necessary to analy6e the situation only on such engines. 1esonance with : K; nodes vertical hull girder vibrator nodes can occur in the normal speed range. #n order to control the resulting vibrating responses a /nd order compensator can be installed. The compensator comprises two counter rotating masses running at the same speed as the main engine crankshaft. The calculations have a high degree of uncertainty and any changes if re$uired have to be done in the pro&ect stage, because later remedies can be very costly. The most cost efficient solutions to cape with / nd order vertical moment are: No Co,+ensators: #f considered unnecessary on the basis of the natural fre$uency. A !o,+ensator mounted on the aft end of the engine driven by the main chain derives. ! compensator mounded on the front end, driver from the crank shaft through a separate chain drive. ompensators on both the aft K force ends of the engine, completely eliminating the e'ternal /nd order moments. !n electrically driver compensator synchroni6ed to the correct phase relative to the free moment. Lateral Shaft vibration and Shaft whirling Eateral vibration only concern long intermediate shaft lines or when propulsion is housed in long hull bossing. #n such cases, the lateral vibration may e'cite vibration in the ships hull and superstructure and is thus to be avoided, particularly in passenger ships. Engineer M. A. Hamid

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Note Book For Marine Engineers The calculations are carried out by shipyard. The problem consists of determining the number and location of the 0lumber blocks ,shaft bug.. to avoid any resonance. if resonance is e'pected the only realistic countermeasure is to shift the lateral natural fre$uencies by moving one or more 0lumber blocks to better locations or by adding more blocks. GUIDE FORCE MOMENT The soIcalled guide force moments are caused by the gas force on the piston and by inertia forces. "hen the piston is not e'actly in its top or bottom position the gas force transferred through the connecting rod will have component acting on the crankshaft perpendicular to the a'is of the cylinder. #ts resultant is acting on the guide shoe and together is acting on the guide force moment Two kinds of guide force moment e'ists called 5 and H Cmoments The H-type guide force moment, which is dominating on engines with less than seven cylinders, tends to rock the engine top in the transverse direction. The main order of the 5Imoment is e$ual to the cylinder number, i.e. for a ;I cylinder engine the fre$uency of the e'citation is ; times the number of revolution. The X-type guide force moment is the dominating, for engine with more than si' cylinders. The HImoment tends to twist the engine in an HIlike shape and the main order is e$ual to half the number. )or engines with odd number of cylinder, in order to counter act recommended to install a set of top bracing s between the upper gallery of the main engine and the hull structure ,casing side.. The top bracing can be either mechanical with frictional connection or hydraulically ad&ustable. These act as detuners of the system double bottom and main engine, which means that the natural fre$uency of the vibration system will be in creased to such an e'tant that resonance occurs above the running range of engine speed and the guide force moments will, therefore be harmless. #t is seen that with ade$uately fitted bracing, resonance occurs above the normal running range. A5IAL VIBRATION !'ial or longitudinal vibration involves the crankshaft with the thrust bearing K propeller shafting. #t is e'cited by the radial components of the gas and mass forces from the engine cylinders, together with the a'ial forces from the propeller. !n additional a'ial e'citation source comes from the torsional vibration twisting the crankshaft induces an a'ial deflection. These e'citations are not relevant for fourIstroke engine because the crankshafts of these engines are a'ially very stiff with natural fre$uency of a'ial vibration far above the nominal engine speed. !'ial vibration induces additional stresses in the crankshaft. Moreover the a'ial forces acting on the thrust bearing also act on the engine and therefore may be a source of additional ship super structure vibration. )or these reasons a'ial vibrations must remain below admissible limits. The a'ial amplitude at the free end of the crankshaft can easily be measuredN therefore the admissible limit for every engine is given in terms of ma'imum admissible a'ial amplitude at this location. Each Sulzer RTA carries engine of the recent generations is equipped with an integrated axial detuner fitted close to the free end of the crankshaft. The a ial det!ner has the property of largely shifting the natural fre$uency of the first mode of a'ial vibration to above the nominal speed. ! small damping effect is achieved by chaining the throttle valve position, which limits the transfer of oil between the two oil chambers of the detuner. The a'ial amplitude measured at the free end of the crankshaft increases from a minimum value when the throttle valve is closed to a ma'imum value when the throttle valve is open. The calculation results of an installation show a large shift in a'ial critical speed +/; of a marine installation with a Sul6er 1T!. !t nominal speed ,<; rev/min., the a'ial amplitude is reduced by a factor of +8. The corresponding a'ial forces on the thrust bearing are also largely reduced. #n this case the a'ial stresses in the crankshaft remain very small and the a'ial forces at the thrust bearing are too small to induce unacceptable engine K ship vibration "ith a'ial detuners correctly ad&usted dynamic problems with e'cessive a'ial vibration never occur more than +98 engines are e$uipped with these detuners and have no a'ial vibration 0roblems "OrtsilO LSF has developed an a'ial detuner monitoring system. This new e$uipment is installed on each 1T! engine. It continuously easures the oil pressure in !oth oil cha !ers of the detuner and co pares the with an ad issi!le ini u "alue. As soon as the easured oil press in one cha !er lies !elow this in. "alue an alar is gi"en in the control roo . The engine data needed for an a'ial vibration calculation is given in the dynamic characteristic booklet for each Sul6er diesel engine type. alculations are done using computer programs provided by the manufactures. ! ;E;8 M engine installed in a E0P tanker recorded e'cessive a'ial vibration of the crankshaft during the trial trip. ! closer analysis of this case revealed that the crankshaft was not in resonance, and the situation was caused by Engineer M. A. Hamid

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Note Book For Marine Engineers a coupled vibration phenomenon the crankshaft vibration was coupled to an engine frame and double bottom which in turn transferred vibration energy back to the crankshaft. !s a result both the whole engine and the super structure suffered from heavy longitudinal vibration. The problem was tackled from two sides: I !n a'ial vibration damper was retrofitted to the crankshaft, and top bracing in the longitudinal direction was fitted on the aft end of the engine. These two countermeasures, both influences the vibration behavior of the shaft, the engine frame and the superstructure .The a'ial vibration damper alone actually eliminated the problem, and the longitudinal top bracing alone reduced the vibration level in the deck house to below the #S% recommendations. "ith both counter measures in action the longitudinal bracing had only insignificant influences. TOR3IONAL VIBRATION Torsional @ibration involves the whole shaft system of the ship propulsion machinery and is caused by the torsional e'citations from the engine and propeller. Eimitation of torsional vibration is vitally important to avoid damage, or even fracture of the crankshaft or other propulsion system components. The classification societies prescribe two limits ,T+ K T/. for the additional torsional stresses in shafting arising from torsional e'citation in the speed range up to 48 percent of ma'imum continuous rating ,M 1., which depends on the shaft material strength ,Jltimate tensile strength * JTS.. #f lower admissible limit T+ is e'ceeded, it is necessary to consider a Gbarred speed range( in which continuous operation is prohibited. The upper limit T/ must never be e'ceeded in any case. The standard criteria for alternating tor$ue and stresses are the shaft line, elastic and damping tor$ue as well as the thermal load in the damper and elastic coupling. The torsional vibration depends on the engine and propeller e'citation as well as on the fi'ing se$uence. Nat"re an) e''e!ts: Torsional vibration arises from periodically varying tor$ue super in posed upon the steady tor$ue being transmitted to the load. "he so!r#es of "or$!e variation in prop!lsion system are: The power stroke of the engine, which generate tor$ue pulsation once per crank throw per cycle, and at higher orders of this fre$uency with a high magnitude at first order. This applied mostly to direct connected low speed engines. ! lower order tor$ue variation of significant magnitude can be caused if one or more units are unbalanced or not firing. The number of blades on the propeller, which imposes a tor$ue variation at a fre$uency e$ual to the number of blades times the propeller 10M. Pear tooth irregularities, with the fre$uency of the tor$ue disturbance dependent on the particular irregularity. Jsing latest manufacturing techni$ues only damage is likely to cause the gearing to generate a tor$ue variation of significant magnitude. "hen a source of e'citation has a first or higher order fre$uency close to the natural fre$uency for torsional vibration in such a state the tor$ue variation in such a state the tor$ue variation of the source will force the rotating system into resonance, causing it to oscillate torsionally at higher angular amplitude with corresponding high stresses that could result in shaft line component fatigue failure. The torsional oscillations can produce transverse components or can e'cite a'ial vibration of the shafting, either of which can in turn be transmitted to ad&acent structures. The natural fre$uencies for the rotating system are estimated at least for three most likely modes of torsional vibration. ! method called 5ol6er tabulation is used, but more sophisticated techni$ues are available. The natural fre$uencies can be divided by the order of tor$ue variation of each source in order to determine values of 10M at which resonance will occur. These are critical speeds. 2.g. ! Firect driven propulsion system has ; cylinder, twoIstroke engine. "here first mode natural fre$uency is :8.+= rad/sec speed at 97.7 10M ,343 divided by ;. and a second order critical speed at 34.3 10M. #f the stress levels are in e'cess at any point on the shaft system, considering energy absorbed in friction and by damping Bdue to water around propellerD, then continuous operation during this speed is barred. Barred speed ranges are acceptable if they are well below normal operating 10M.

Engineer M. A. Hamid

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Note Book For Marine Engineers A*oi)ing torsiona# *ibration: #f the imposition of a barred speed range is not acceptable because it is too close to operating speed, the following solutions are available at design stage. The intermediate shaft dia. can be increased this lowers the operating stresses on the shaft. The natural fre$uency of the system is raised, thus the critical speed is moved beyond the operating speed/ 10M. This cannot be done for long shaft installations. "ith a long shaft line and a heavy flywheel Bat the aft end of the crankshaftD the natural fre$uency is reduced thus critical speed is lowered below operating 10M. ! torsional vibration damper or de tuner can be fitted at the forward end of the crankshaft to alter the natural fre$uency of the system and reduce the amplitude of the tor$ue vibration. The dampers may be spring loaded or viscous fluid type and are mostly fitted on medium speed engine. Torsional fle'ible coupling are always fitted to geared installations to isolate the gearing, and therefore rest of the system aft of the gearing from engine e'citation. The most commonly fitted couplings are of spring loaded or rubber elements type. These couplings are in addition to the $uick shaft, which is an effective torsionally fle'ible coupling. Vibration Meas"ring E$"i+,ent: Some of the e$uipment used for measuring vibration includes the pickup devices and the electronics devices, which display and analyse the pickup signals. These electronic >black bo'es? range from simple hand held vibration meter, which display the displacement and velocity of vibration to complicated systems, which provide an analysis in real time of the complete. Spectrum of vibration fre$uencies and the amplitudes in each of the fre$uency bands. Fevices of primary interest to the shipboard marine engineer include the basic vibration meter the vibration analyser and the permanently installed vibration monitor. @ibration Meters: I0ortable vibration meter and selfIgenerating velocity pick up is a basic vibration measuring device. )re$uency range C 788 Q 788,888 0M Fisplacement C 8 to +88 mils peak to peak @elocity C 8 to +88 m/sec peak Eittle training is re$uired to use such an instrument in vibration monitoring program. @ibration !nalyser: I it permits the trained shipboard officers to measure fre$uency of vibration #n addition to the velocity and displacement. #t is the fre$uency and phase, which normally revel the source of a vibration problem ! tunable fitter allows the user to measure the fre$uency )re$uency range C ;8 Q;88, 888 0M 5as a stroboscopic light, which permit visual identification of the vibration part for which displacement, velocity, fre$uency measurement is been made. ! plotter may be connected to the analy6er to record vibration amplitude v/s fre$uency this plot is called "i!ration signature Monitoring E$"i+,ent: Main propulsion units have permanently installed vibration Monitoring e$uipment. !cceleration transducers and nonIconnected transducers, mounted on the main bearing / thrust bearing housing sense vibration and a'ial shaft position. The monitor receives the signals from the transducers and compares the vibration levels and shaft position to $uantity specified by the machinery manufactures. #f vibration level or a'ial position e'ceeds predetermined $uantities the monitor sounds a warning alarm providing the engineer an opportunity to correct the problem before machinery damage. The monitor also provides for display of the vibration level and the a'ial position of the shaft. #n the same installed the monitor provides a signal, which shuts down the machinery if vibration or a'ial position varies e'cessively from acceptable limits C-ara!teristi!s o' s+e!i'i! Ma!-iner% De'e!ts: Mechanical unbalance: I This is the most common cause of vibration Mech. unbalance can be recogni6ed by the fact that the vibration occurs at rotational fre$uency and the amplitude in the radial direction is more than twice the a'ial amplitude. #t can be separated from elect. Fefects by cutting the power and noting whether the amplitude drops off gradually or abruptly .the strobe phase measurement shows the single steady ref. Mark Misa#ign,ent ,shafts, coupling, bearing.

Engineer M. A. Hamid

VIBRATION TECHNOLOGY
Note Book For Marine Engineers This is the sec. largest cause of vibration even when selfIalignment longs K fle'ible couplings are used. @ibration occurs at shaft rotational fre$. K can occur at two or three times the rotational fre$uency amplitance in the a'ial FI tuner is ;8= or more of the radial FItuner. 0hase shows a single reference mark Bent s-a't: The vibration characteristics are same as of misalignment but the face however, measured a'ially around the shaft will vary through appro'. +48o, particularly when bend is close to the bearing. ! further indication of a bent shaft is an appro'. +48o phase difference between a'ial vibrations at opposite ends of the machine. Mechanical Eooseness ,sleeve Bearings, 0edestal bearings, foundation etc..: I @ibration occurs at twice the shaft rotational fre$uency phase shows balance and alignment generally affects this vibration. Resonan!e: 5ere let the machine coast down from operating speed. "atch the analy6er amplitude K fre$ meter .if amplitude drops off at first, then rises and then drops off again the fre$ at which the rise occurs if the m/c is operated at speeds e$ual to the natural fre$ phase by +48 o. @#B1!T#%L #F2LT#)# !T#%L )12MJ2L R 05!S2 12M!1SS Single +'10M reference Most common cause of vibration mark +'10M usual Misalignment coupling or bearings K bent shaft Earge in a'ial distance ;8= or more of redial vibration Single Fouble /K3'10M Sometimes Triple Best found by appearance of large a'ial vibration Jse dial indicators or other methods for 0ositive diagnosis. #f sleeve bearing m/c K no coupling misaligned Balance the rotor. #f a gear largest vibration in line with gear centres. #f on motor or generator vibration disappears when 0ower is turned off. #f on p/p or blower attempt to balance.

!JS2 JLB!E!L 2

!M0E#TJF2 0roportional to unbalance Eargest in radial direction

2ccentric &ournals Jsually not large

+'10M

Single mark

Bad gear or gear noise 1eciprocating forces Mechanical looseness

Eow velocity measure if possible

@ery high gear teeth times 10M +,/K higher order ' 10M / ' 10M

2rratic #nherent in reciprocating m/cs can only be reduced by design changes or isolation Two reference Jsually accomplished by unbalance or marks slightly Misalignment. erratic.

3HI(BOARD A((LICATION OF VIBRATION ANALY3I3 Peneral propulsion system: I @ibration displacement and fre$uency are also an important measure of the stiffness of the main thrust bearing the thrust foundation and the supporting structure of the ships inner bottom. Shaft and 0ropellers: I #n this case vibration measurements may be used to analysis structural rigidity and the effect of adding struts or other shaft support members. #n the same manner, propellers, main shafting and other rotating parts of the propulsion train can be checked for balance, indication of misalignment and e'cessive clearances in bearing, all of which may contribute to unsatisfactory operations. Pears and Pear drives: I vibration analysis revels the condition of gear tooth contacts, tooth geometry, tooth spacing, gear concentricity and rotor balance. Bent shaft and gearbo' misalignments are also revealed through Engineer M. A. Hamid

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VIBRATION TECHNOLOGY
Note Book For Marine Engineers vibration analysis. This can be accomplished with out the e'perience disassembling and physical measurements, which are normally re$uired to detect these conditions in gears. 3HI( BOARD A((ROACH TO VIBRATION ANALY3I3 Furing the life of machining, the engineer officers can use portable instruments and analy6ers for monitoring conditions and solving problems, which manifest themselves as vibrations. The vibration(s fre$. 0ermits identification of the source of e'citation, once the source is discovered ship bond personnel can take corrective action. %&S'E("%)& )* &E+ M,(ry A&- '.E/E&"%/E MA%&"E&A&(E @ibration !nalysis of new m/cry installed aboard ship provides evidence that manufacture has met the specifications and the normal STFs for smooth running machinery. 0lanned vibration analysis programmer is a key to preventive maintenance. 1egular evolution of intensities and fre$. of vibration reveals the determination of anti friction bearing and facilitates replacement prior to failure. INVE3TIGATION OF 3U3(ECTED (ROBLEM3: E*a#"ation o' ,a!-iner% re+air: 1epair done in yard or dry dock may be checked to prevent coming over of an unsatisfactory piece of m/cry to sea Base #ine *ibration signat"re: @ibration signatures ,which are measure of amplitude of vibration over a range of fre$uency. are recorded and act as reference to monitor the machinery in the future. E!ono,i! bene'its o' *ibration Ana#%sis: @ibration !nalysis results in reduced machinery down time thus preventing e'pensive delays and disruption in sailing schedules. !void costly machinery repairs caused by une'pected ma&or break down. 2arly correction of faults means lower repair bills and longer m/cry life. CONCLU3ION Sophisticated tools such as computer software measuring e$uipment and analytical devices have been developed and are applied to provide more detailed K accurate analysis of comple' vibration problem. !lthough @ibration. Behaviors is now well understood, there will thus always be potential for further advance in the state of the art. )urther developments of analytical techni$ues are in progress and e'perience is continually being accumulated. #f proper consideration is given to vibration aspects at an early stage, the counter measures available provide a good safety margin against potential vibration problems. Re'eren!es Basi! 3-i+ T-eor% C @olume # by ST 1awson K 2 Tupper (a+er ("b#is-e) b% C T.Ten6er on >Some @ibration aspect of modern Ship #nstallations? Notes on 6Ba#an!ing o' In#ine Engine? by !.S 1amanu&an. ourtesy of Mr !nvekar MER 701 8 O!tober 2992 C >!n introduction to @ibration aspect of two stroke diesel engine in ships?. Mo)ern Marine Engineers Man"a# C @olume ## www.metIonline.com www.dnvsea.com www.cadea.hr www.vibrations.dk

Engineer M. A. Hamid

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