Professional Documents
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Nenad VULI
UDC 629.5.026.001.42
N. VULI
Authors address:
Croatian Register of Shipping
Marasovieva 67, 21000 Split, Croatia
Vod vratila na suvremenim trgovakim brodovima igra vrlo znaajnu ulogu u porivnom sustavu.
On prenosi zakretni moment s porivnog stroja na brodski vijak, kao i porivnu silu s brodskog vijka
natrag na odrivni leaj. Unato opsenim proraunima postrojavanja (centracije) voda vratila i
postupcima provjere, koji se danas provode gotovo bez iznimke na svakoj novogradnji, jo uvijek
se u praksi pojavljuju brojne potekoe, osobito na statvenim leajevima. Jedan od razloga za to
moe biti injenica da se uobiajeni postupci prorauna i provjere postrojavanja odnose iskljuivo
na vod vratila u mirovanju, umjesto u pogonu.
U ovom se radu prikazuje sloeni model voda vratila i postupak numerikog prorauna za vod
vratila u pogonskim uvjetima. Vod vratila se modelira kao linijski sustav greda na vie oslonaca,
uzimajui u obzir statika svojstva sloja maziva, koji se u pogonu stvara u radijalnim kliznim
leajevima. Prikazani su bitni koraci u razvoju postupka prorauna, koji se osniva na jednostavnim
konanim elementima linijskog sustava, kao i na sloenom statikom nelinearno elastinom modelu
sloja maziva u kliznim leajevima voda vratila. Rezultati inkrementalno-iterativnog postupka
prorauna leajnih reakcija obuhvaaju elastinu liniju voda vratila, te unutarnje sile i stacionarna
naprezanja za odabranu brzinu vrtnje u pogonu. Prikazan je primjer rezultata prorauna za stvarni
brod. Usporedba dobivenih rezultata s onima dobivenim na osnovi uobiajenog postupka prorauna
postrojavanja u mirovanju, kod kojeg se svojstva sloja maziva u leajevima ne uzimaju u obzir,
potvruje postavljenu hipotezu, budui da izmeu njih postoje znaajne razlike.
Kljune rijei: postrojavanje voda vratila, leajevi, sloj maziva, prorauni, trgovaki brodovi.
1 Introduction
The main propulsion shafting system is an essential part of a
modern ships propulsion plant. Its purpose is to transmit torque,
produced by the prime mover (Diesel engine, steam turbine, gas
turbine or an electrical propulsion plant) to the propeller and to
transmit the thrust force, produced by the propeller, back to the
52(2004)3, 203-212
203
N. VULI
204
52(2004)3, 203-212
namjena prijenos zakretnog momenta, kojega je proizveo porivni stroj (dizelski motor, parna turbina, plinska turbina ili elektrino porivno postrojenje), na brodski vijak, te porivne sile s
brodskog vijka natrag na odrivni leaj. Vod vratila mora se projektirati, proizvesti, ugraditi i ispitati na nain koji e mu
omoguiti besprijekorno obavljanje zadae tijekom cijelog
radnog vijeka broda (tj. 20 do 30 godina). Tijekom uporabe
vod vratila izloen je optereenjima razliitih vrsta, koja tee
smanjiti njegov vijek trajanja. Ova optereenja mogu biti izazvana statikim uzrocima (odstupanje elastine linije od crte
postrojavanja) i dinamikim uzrocima (torzijske, aksijalne, savojne i vitlajue vibracije oko statike elastine linije voda
vratila).
Budui da je analiza elastine linije voda vratila osnova za
razumijevanje statikog i vibracijskog ponaanja voda vratila
tijekom njegovoga radnog vijeka, proraun postrojavanja voda
vratila opseno je obraen u literaturi, primjerice [1]. Navedeni
se proraun u praksi potvruje razliitim postupcima provjere
postrojavanja. Unato tomu, s brodova s raznih strana svijeta
jo uvijek pristiu izvjea o lomovima i oteenjima voda vratila. Jedan je od moguih uzroka ovakvoga stanja injenica da
se u proraunu i provjerama postrojavanja voda vratila uobiajeno razmatra vod vratila u stanju mirovanja. To moe biti
vod vratila ugraen na novogradnji u brodogradilitu tijekom
opremanja, ili vod vratila na postojeem brodu tijekom remontnih radova. Ovaj proraun i postupci provjere redovito opisuju
kako uzeti u obzir (makar i djelomice) neke od pogonskih utjecaja, primjerice, hladno ili toplo stanje, brodski vijak potpuno
ili djelomino uronjen u more, ekscentrinost porivne sile, utjecaj deformacija brodskoga trupa kao cjeline i lokalnih deformacija brodske konstrukcije itd. [1]. Naalost, svi nabrojeni
utjecaji gotovo se nikad ne odnose na stvarni vod vratila u pogonu, kad vratilo radi na sloju maziva u svojim kliznim leajevima.
Temeljni je cilj ovog rada predloiti postupak prorauna
postrojavanja voda vratila koji moe opisati ponaanje voda
vratila u stvarnim pogonskim uvjetima. Temeljna je hipoteza
da e takav pristup dati rezultate koji bi se mogli znatno razlikovati od onih za vod vratila u mirovanju. Navedeni postupak
nije u cijelosti nov, budui da je u osnovi razvijen u dananjem
Hrvatskom registru brodova (HRB) tijekom 1989. godine [2].
Postupak je od tada primijenjen na mnogim brodovima pod
nadzorom HRB na kojima je zahtijevan proraun postrojavanja
voda vratila, kako bi se uvidjelo to se moe oekivati u pogonu.
Stoga je zadatak ovog rada prikazati osnovna poboljanja uvedena u ranije predloenom postupku, kao i prikazati ih na primjeru stvarne novogradnje, graene pod tehnikim nadzorom
HRB. Iz rada je zato izostavljen osnovni (uobiajeni) nain prorauna za vod vratila u mirovanju, koji je primjerice opisan u
[1] i [3].
Ovdje je bitno opisati ponaanje samoga sastavljenog voda
vratila kao linearno elastinoga sustava (metodom poetnih
parametara ili metodom konanih elemenata), te zasebno opisati
ponaanje i svojstva sloja maziva (ulja ili suvremenih ekolokih
sredstava podmazivanja) u radijalnim kliznim leajevima, koja
unose nelinearnost u proraunski model.
Vod vratila modelira se kao sustav greda na vie oslonaca.
Oslonci se mogu modelirati kao apsolutno kruti, linearno
elastini, te stvarni radijalni klizni leajevi. Razliiti modeli
2EI
=
3
Qright
l (1 + 6a )
M right
6
- 3l
- 6 3l
- 3l l 2 (2+ 3a ) 3l l 2 (1- a 3
- 6
3l
6
3l
- 3l l 2 (1- 3a ) 3l l 2 +(2 a 3
w left
) j left ql
+
w right 12
) j right
- 6
l
- 6
- l
(1)
where:
length of the element,
element bending stiffness,
coefficient of shear,
external uniform distributed transverse loading along
the element,
w, j displacement components (deflection and slope),
M, Q internal forces (bending moment and shear force).
l
EI
a
q
Concentrated forces and moments are added within the calculation model separately, as additional nodal values. The equation (1) serves as a basis for development of the three dimensional beam element, taking into account the axial and the torsional response, as well as the bending and shear in horizontal
and the vertical plane, all together, as described in [2]. Bending
and shear in both planes are essential for further calculations.
3.2 Modelling of the bearings
Any combination of the following three models may be used
for modelling of the bearings in a single shafting system:
a) model of absolutely stiff supports,
b) model of linear elastic supports,
c) non-linear model of radial journal bearings.
N. VULI
52(2004)3, 203-212
205
N. VULI
206
52(2004)3, 203-212
F
dL
dR
OL
OR
OR0 R
R
q0
Dx
b/2
b/2
l = b/dR
(2)
N. VULI
4 Results
4.1 Approximate relationship among the influence
quantities
The relative eccentricity of the journal, e, may be expressed
in the terms of Sommerfeld number, So, as follows [6]:
e =
So
1
l
l9 - 1
1+
So +
15
10
p
1-e
g = arctan
e
2
2eRL
dL - dR
(3)
c) Sommerfeld number, So, which represents the bearing loading dependent on the bearing reaction force, R, the relative
bearing clearance, y, the dynamic viscosity of the lubricating oil, h, the speed of revolution, w, as well as the bearing
geometric properties: bearing length, b and the journal diameter dR
D x
b
(9)
H ij
j =0
A i (1 - e ) j
(10)
The relative axial shift of the bearing reaction from the central bearing plane, X, is approximated as:
4
X=
4- i
(B )
i =0
(5)
(6)
j =0
X ij
A iW
(11)
W =
2- i
(B ) l
i =0
j =0
W ij
log j (p 2
So)
(12)
X=
2a b
dL - dR
+ l Bg 1, je
j =0
(B )
i =0
(4)
A=
g 0, j
4- i
H=
d - dR
= L
dR
(B
4
l 0.125
Ry
So =
bd Rwh
where the coefficients Bg 0,j and Bg 1,j have been specified in the
table in the Appendix A.
The approximation (9) is valid within the following range:
e =
(8)
(7)
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N. VULI
208
52(2004)3, 203-212
Author: N.VULIC
34
210000 [MPa]
80850 [MPa]
7850 [kg/m3]
DENSITY OF SEA-WATER
1025 [kg/m3]
DENSITY OF OIL
ACCELERATION OF GRAVITY
RATED SPEED OF REVOLUTION
860 [kg/m3]
9.8100 [m/s2]
111. [rpm]
THRUST FORCE
1102. [kN]
9180. [kW]
1.00E-05
N. VULI
1170
585.00
586.00
121.
902.
11
630
590.00
591.00
121.
902.
21
420
490.00
490.35
121.
902.
27
228
671.92
672.15
121.
902.
31
228
671.92
672.15
121.
902.
34
228
671.92
672.15
121.
902.
My ,Mz [kNm]
Dv /2, DU /2 [mm]
My ,Mz [kNm]
distance [m]
Qy ,Qz [kN]
sx [MPa]
distance [m]
Qy ,Qz [kN]
sx [MPa]
distance [m]
distance [m]
distance [m]
52(2004)3, 203-212
209
N. VULI
R [kN]
100% rpm
uy [mm]
30% rpm
i.e. the flange connecting the intermediate shaft with the engine
crankshaft. Further on, bending moments (Figure 4) at nominal
speed rise significantly within the engine crankshaft. Obviously,
the engine manufacturers criteria limiting the shear force and
bending moment for the shaft at rest may be not met in operation
at nominal speed! The engine manufacturers should be aware of
this situation.
The path along which the journal centre moves towards the
bearing centre in the bearing central plane of symmetry, shown
in Figure 6, proves that the model of radial journal bearing describes a physical reality, because this is known to really happen
Table 2 Comparison of the calculation results with the ones obtained by classical approach
Tablica 2 Usporedba rezultata prorauna s onima dobivenim klasinim pristupom
quantity
axial position,
mm
bearing displacement, mm
1
2
3
4
5
6
bearing reaction, N
1
2
3
4
5
6
displacement, mm
classical approach
(value at n=0 rpm)
advanced approach
(value at n=111 rpm)
differences in
magnitude, %
2170.0
4645.5
10046.0
14694.0
15658.0
16726.0
0.5000 180
0.1000 0
0.4250 180
0.1150 180
0.1150 180
0.1150 180
0.2312 62.58
0.3044 -122.71
0.0509 67.94
0.0754 -137.07
0.0828 37.04
0.0682 48.55
-53.8
204.4
-88.0
-34.4
-28.0
-40.7
2170.0
4645.5
10046.0
14694.0
15658.0
16726.0
325812 180
5861 0
79554 180
99012 180
120452 180
73117 180
400444 172.52
147019 -36.55
141564 150.18
708633 -141.50
988811 43.47
529810 -148.85
22.9
2408.4
77.9
615.7
720.9
624.6
0.0
1.168 0
0.701 89.73
-40.0
0.0
5.6562E-04 90
3.1100E-04 137.46
-45.0
210
52(2004)3, 203-212
7 Conclusion
The results of calculations of ship shafting systems elastic
line in operating conditions differ significantly from the results
obtained by the classical shafting alignment calculations that are
performed for the case of motionless shafting. This contributes
to prove the hypothesis stated in the introduction. An implementation of the so-called values in operation (forces etc.) cannot
help much unless a rather complicated real model of the bearings is introduced. A non-linear incremental iterative calculation
algorithm is to be implemented, based upon modelling of shafting
parts by means of the transfer-matrix method or the finite element method. This calculation procedure is to take into account
the actual bearing behaviour, modelling the bearings by means
of a unique non-linear bearing model, which considers the real
stiffness (displacements vs. loading relationship) of the lubricating oil-film.
The fact that the shafting in operation lies on a film of lubricating fluid with the thickness significantly changing with the
bearing reactions, may have an important influence on the fulfilment of the shafting alignment acceptability criteria. Situations
may arise in which the shafting may meet the criteria for the
motionless state and not meet the criteria at the operating speed.
This should be borne in mind by shipyard specialists, shipping
companies superintendents and the classification societies.
The results of such calculations should comprise: bearing
reactions, eccentricities of the shaft parts in bearings, axial movements of resultant reaction forces, the spatial elastic line of the
shafting, bending moments, shear forces and bending stress distributions. These results may be used as a starting point for the
analysis of the shafting behaviour with respect to lateral vibrations of the shafting, especially if verified by strain gauge measurements on similar existing ships.
References
[1] KOZOUSEK, V.M., DAVIES, P.G.: Analysis and survey
procedures of propulsion systems: shaft alignment, LR
Technical Association, Paper No 5 Session 1999-2000,
Lloyds Register of Shipping, London, 2000.
N. VULI
[2] VULI, N.: Numerical calculation of line systems (Masters thesis), Faculty of Mechanical Engineering and Naval Architecture, Zagreb, 1989. (in Croatian)
[3] VULI, N.: Shafting alignment, Bulletin of Jugoregistar,
Jugoregistar, Split, 1989. (in Croatian)
[4] VULI, N.: Calculation of main shafting elastic line of ship
in operating conditions, International Design Conference Design98, Dubrovnik, 1998, p. 511-516.
[5] HATTORI, K. et. al: Oil film characteristics of stern tube
bearing in consideration of shaft deflection, Bulletin of the
Marine Engineering Society in Japan, 17 (1989) 1, p. 33-44.
[6] ...: DIN 3990 Teil 1 Anhang C, Wellenverlagerung in Gleitund Wlzlagern infolge Lagerspiel und Lager nachgiebigkeit,
1987, p. 60-62.
[7] VUJOEVI, B.: Analytical calculation of bearing stiffness and damping coefficients, Poroila Titovih zavodov
Litostroj, - (1987) 7-9, p. 155-164.
[8] LARSEN, O.: Some Considerations on Marine Shafting
Design, The Institute of Marine Engineers Transactions (C),
1979, p. 12-23.
[9] HILL, A., MARTIN, F.A.: Some Considerations in the Design of Sterntube Bearings and Seals, The Institute of Marine Engineers Transactions (C), 1979, p. 119-137.
Dn incremental rpm,
52(2004)3, 203-212
211
N. VULI
eRL0 = eRL
continue with the next iteration, step (5)
i
j
(Bg)i,j
0
0
1.152624
0
1
-2.590500
0
2
8.733930
0
3
-13.341500
0
4
6.629400
1
0
-0.105465
1
1
0.798745
1
2
-2.329100
1
3
-3.424337
1
4
-1.591732
2
0
N/A
2
1
N/A
2
2
N/A
3
0
N/A
3
1
N/A
4
0
N/A
Note: N/A not applicable to this term
212
52(2004)3, 203-212
(BH)i,j
4.42990165126E-6
0.995518118603
0.0520906768799
-0.110994369312
0.0633811439266
-0.4138711995
1.35219802093
-2.93987439303
2.0015475716
N/A
-0.820329163288
-2.1100434322
2.93037259549
2.28922422501
-2.28922422501
6.35994417734E-13
(BX)i,j
-2.17143645503E-13
3.00645622114E-14
-1.27040447816E-15
2.9261287384E-17
-1.92036661123E-19
0.0854341666401
0.0012896897934
-1.40482991873E-5
6.14671090285E-7
N/A
-0.0345349638189
0.000250985120951
-9.43297337852E-6
0.0602798581824
3.46529229747E-5
-0.0251019690803
(BW)i,j
2.290509229
62.2424594718
-0.210959501483
N/A
N/A
-26.2235451298
7.15549092186
N/A
N/A
N/A
3.00000000
N/A
N/A
N/A
N/A
N/A