Aalto University

School of Engineering
Kul-24.4710 Large Complex Structures P
Vibration Analysis
02.09.2014
Jani Romanoff

Contens
•  The aim of the lecture is to understand why vibration analyses are needed, what are the
fundamental problems in analysis of large structures. The aim is to apply the knowledge
gained to perform calculations on large structure.
•  Motivation
•  Exercise
•  Contents
–  Vibration analysis types
–  Wake
–  Modal superposition
–  Vibratory analysis in multiple scales
–  Springing and Whipping
–  Examples

•  Literature
1.  Besnier, F., Ludovic, J., Murawski, L. and Mateuza, W., “Evaluation of main engine and
propeller excitations of ship hull and superstructure vibration”, International Ship Building
Progress, Vol. 55, 2008, pp. 3-27.
2.  Iijima, K., Yao, T. and Moan, T., “Structural Response of a Ship in Severe Seas Considering
Global Hydroelastic Vibrations”, Marine Structures, Vol. 21, 2008, pp. 420-445.
3.  Avi, E., “Equivalent Shell Element for Ship Structural Design”, Master’s Thesis, Aalto
University, Department of Applied Mechanics, 2012, see lecture 2.
4.  Cook, R.D., Malkus, D.S. and Plesha, M.E., “Concepts and Applications of the Finite
Element Analysis, 3rd Edition”, John Wiley and Sons, 1989, pp. 257-260, 391-395, seee
lecture 4.
Motivation
•  Vibrations are everywhere and they can
cause
–  Discomfort
K. Iijima et al. / Marine Structures 21 (2008) 420–445 435

–  Fatigue strength problems Table 4

Dry natural frequencies of the first 10 vertical flexible modes of 5250TEU container vessel
–  Excessive deformations in resonance Id Eigen frequency, fi (Hz) Natural period, Ti ¼ 1/fi (s) Eigen value, li ¼ (2pfi)2 Generalized mass Remarks
1 0.594 1.68 13.93 5.156 " 106 1st T-HB
•  Vibrations cannot be omitted in 2
3
0.893
1.066
1.12
0.94
31.48
44.86
6.994 " 106
1.101 " 107
1st VB
2nd T-HB
7.401 " 106
structures which are exposed to wide
4 1.775 0.56 124.4 2nd VB
5 1.886 0.53 140.4 5.092 " 106 3rd T-HB
6 2.415 0.41 230.2 3.431 " 106 4th T-HB

spectrum of loads 7
8
2.560
2.805
0.39
0.36
258.7
310.6
3.421 " 106
7.140 " 106
5th T-HB
3rd VB
9 3.252 0.31 417.5 2.344 " 106 6th T-HB

–  Wind 10 3.442 0.29 467.7 8.183 " 106 4th VB

–  Waves
–  Machinery
–  Impacts
•  Global analyses are needed to make
sure that the vibration response levels
do not become too large

Fig. 12. Modal shapes of the 5250 TEU container vessel.

Exercise Figure 1.3: Primary and secondary stiffeners [1].

•  Create FE-model of large complex
structure and run the vibration analysis
(eigenfrequency). The structure can be
–  Your own
One way to represent the equivalent plate element is by lumping the stiffeners, [13], where the
fundamental idea is that the amount of material remains the same. In the lumping process all
secondary stiffeners are put inside of the topological beam elements, which are located at the
edges of the plates, Figure 1.4. Each stiffener causes an increase in the cross sectional properties
of the lumped beam elements, [14]. Lumping is one of the simplest approaches but it is also less

–  T-beam with deck plating
–  Passenger ship from earlier exercises
•  Discuss on the modeling of the plates
accurate. For more precise analysis, Hughes [13] suggested the orthotropic plate technique, where
the stiffeners are blended with the plating so that the plate has different stress-strain properties in
two directions. Since the stiffened panel is represented as one orthotropic plate, this approach
does not allow analysing plate and stiffener separately and the obtained normal stress is average

and stiffeners
•  Discuss the influence of non-structural
mass by showing examples
•  Discuss the results and how your
modeling affects them
–  How accurate are the results
–  How could the accuracy be improved
of the plate stress and the stiffener stress. For more advanced analysis Hughes [13] proposed a
separate "stiffener element", where the stiffeners are described as a special membrane element,
which extends over the same area as the plating and has the same corner nodes and degrees of
freedom (DOF). The stiffness matrix of the complete stiffened panel is obtained by summing the
stiffness matrices of the plate and the "stiffener element". All the equivalent element techniques
proposed by Hughes can only represent the extension stiffness, which is usually sufficient for ship
primary response analysis [15]. In order to obtain the secondary and tertiary structural responses
the local areas need to be separately analyzed with finer mesh. For that usually the domain
decomposition method (DDM) is used.

Figure 1.4: Lumping of the stiffeners [14]

DDM transforms the global problem into a smaller interface problem. The displacements, forces or
stresses at the boundaries of the local area of interest are obtained from the coarse mesh global
analysis. The obtained boundary values are applied to the relevant nodes of the refined local
model, Figure 1.5, and therefore the results near the boundaries are similar both in local and global

3
 Vibration Analysis Types!
•  Vibration analyses can be ! Impact
–  Eigenfrequency analyses!
–  Forces vibration analyses!
•  Vibrations may occur due to various excitations!
–  Wind!
–  Machinery and systems!
–  Wave-induced!
–  Impact!
–  Propeller!
•  Global hull girder vibrations!
–  Vertical bending!
–  Horizontal bending!
–  Torsion! Machinery
–  Longitudinal!
•  Local vibrations !
–  Decks and bulkheads!
–  Superstructure!
–  Etc. !
•  Important issues on ship vibrations!
–  Mass and stiffness distribution – ineffective mass, e.g. cars with suspension!
–  Added mass of vibrating water!
–  Effective mass of cargo (cars with suspension, dead load, liquid, etc)!
–  Damping!
•  FE or analytical methods are used for the analysis!

Wake Types!
6 F. Besnier et al. / Ship hull and superstructure vibration

•  Machinery induced vibrations!

–  Foundation of the engine!
–  Axel line!
–  Depends on revolutions of the engine!
–  Etc.!
•  Propeller induced vibrations!
–  Number of blades sets the frequency!
–  Loading on the propeller! Fig. 2. Dynamic forces and moments transferred to the propeller shaft.

–  Cavitations! horizontal and vertical directions as well as by bending moments about the corre-
sponding axes.
–  Transmitted as pressure impulses on hull or In contrast to pressure fluctuations transmitted into the hull via the shell, fluc-
through axel line! tuating forces of the shaft line are only slightly affected by cavitation phenomena.
Therefore, a determination of the extent of cavitation is not necessary for the compu-
•  Ice-induced impact on plating and hull tation of shaft line forces. It is generally considered that only the first two harmonics
contribute significantly to the vibrating behaviour of ships [28], but in some cases,
girder! third harmonic contribution cannot be neglected.

•  Wave-induced on plating and hull girder!4. Example of passenger ship calculation

•  Wind-induced on plating and hull girder! Because low-cost building and operation aspects of a passenger ship increasingly
influence the design, vibration problems occur more frequently. The following de-
sign trends contributed to this:
• Light-weight construction and, therefore, low values of stiffness and mass (low
impedance).
• Large openings (balconies, windows) and open spaces (theatres, restaurants,
etc.).
• Small tip clearance of the propeller to increase efficiency by having a large
propeller diameter.
• Arrangement of living and working quarters in the vicinity of the propeller and
main engine to optimize allowable space.
On the other hand, the consistent application of labour legislation rules and higher
demands from ship-owners for living comfort underline the need to minimise the
vibration level. Finite Element (FE) analyses using whole 3D models of the ship
structure are the standard computational tool. Generation of a FE model of the ship’s
structure is a time consuming task and is generally the most laborious step of the
 Table 1
Main characteristics of the analysed ships
Ship A Queen Mary 2
Displacement 89,600 gt 145,000 gt
Main dimensions 293.8 × 32.2 m 345 × 41 × 74 m (height)
Draft 10 m
Passengers 2250 2620
Crew 987 1253

Superposition of Eigenmodes ! Propulsion

Power
Two line shafts
28 MW
Diesel electric
4 pods
2 gaz turbines GE LM2500
4 Diesel Wartsilä
118 MW

•  Typically the sturctures are flexible and they are

vibrating with the medium around it!
–  Added mass due to vibrting water to equation of motion!
[ M ] {x} + [C ] { x} + [ K ] { x} = {F (t )}
!
K. Iijima et al. / Marine Structures 21 (2008) 420–445 435
–  Starting point are the dry eigenmodes!
Table 4

[ K ] − ω 2 [ M ] = 0. Dry natural frequencies of the first 10 vertical flexible modes of 5250TEU container vessel

Id Eigen frequency, fi (Hz) Natural period, Ti ¼ 1/fi (s) Eigen value, li ¼ (2pfi)2 Generalized mass Remarks
1 0.594 1.68 13.93 5.156 " 106 1st T-HB
•  Flexible hull girder eigen modes include both! 2
3
0.893
1.066
1.12
0.94
31.48
44.86
6.994 " 106
1.101 " 107
1st VB
2nd T-HB
–  rigid body! 4
5
1.775
1.886
0.56
0.53
124.4
140.4
7.401 " 106
5.092 " 106
2nd VB
3rd T-HB
–  deformation modes! 6
7
2.415
2.560
0.41
0.39
230.2
258.7
3.431 " 106
3.421 " 106
4th T-HB
5th T-HB
8 2.805 0.36 310.6 7.140 " 106 3rd VB
•  Displacement {y} can be written as product of 9
10
3.252
3.442
Fig. 4. Vertical
0.31
0.29
and torsional wet bending
417.5
467.7
modes of the hull girder.
2.344 " 106
8.183 " 106
6th T-HB
4th VB
eigenmode [φ(x)] and generalized coordinate {p(t)} as! method achieved great acceptance for calculation of the forced vibration level, lead-
ing to decoupled equations under the assumption of modal damping.
{y(x,t)}= [φ(x)] {p(t)} In addition to a realistic simulation of stiffness and mass characteristics of the
•  Undamped beam, to obtain eigenfrequencies ωi and structure, it is thus necessary to consider damping and excitation forces. Whereas
material damping is easy to quantify (0.5–1.5%), component damping depends
shapes φi we formulate eigenvalue problem:! mainly on floor and deck coverings (4–10%) and outfitting density [6]. Moreover,
([ K ] − ω [ M ]){φ } = 0.
2
if modal damping can be obtained by measurement at low frequency, it turns out to
be difficult to obtain reliable results since mode density is high.
•  As the discretization is done on global model and Hydrodynamic damping is generally regarded as negligible in the frequency range
of propulsion excitations. It is possible to depart from the modal damping assump-
includes certain amount of dofs the questiuon is how to tion, associating material damping values to areas. The damping matrix, projected
extract the global modes from mixture of global and
local!

Superposition of Eigenmodes Fig. 12. Modal shapes of the 5250 TEU container vessel.

•  Substitution of {y} as product of eigenmodes [φ(x)] and generalized coordinate {p(t)} and its’ derivatives gives:!

[M][φ ( x)]{!p!(t )}+ [C][φ ( x)]{p! (t )}+ [K][φ ( x)]{p(t )} = {F (t )}

•  Multiplying from left with eigenmode i transpose gives !

{φi }T [M][φ ( x)]{!p!(t)}+ {φi }T [C][φ ( x)]{p! (t )}+ {φi }T [K][φ ( x)]{p(t )} = {φi }T {F (t )}
•  Due to orthogonality!
{φi }T [M] {φ j } = 0
{φi }T [C] {φ j } = 0, when i ≠ j
{φi }T [K]{φ j } = 0
•  We can simplify this to!
{φi}T [M] {φi} pi + {φi}T [C] {φi } p i + {φi} T [K] {φi } p i = {φi }T {F(t)}!

•  From which the generalized coordinate can be solved!

•  The modes are now uncoupled and can be solved.!
 Hull Girder Dynamic Response!
•  The solution in time domain is also called Duhamel’s
•  We can simplify the hull girder response by considering the integral. The initial conditions are that speed and
orthogonality of the eigenmodes! displacement are zero. The load is then !
fi(t)
pi + 2 ξ i ωi p i + ωi2 pi = {Fie}= [K] {φi} = ωi2[M] {φi}
Mi
•  there is no coupling and the number of equations is the
number of eigenmodes to be solved! •  And the generalized bending moment is Mi!
x
•  Generalized mass, damping, stiffness and load are! Mi(x)= ωi2 (x œs) m(s) φi (s) ds
0
Mi = {φi}T [M] {φi}
•  And the resulting normal stress!
C i = {φi} T [C] {φi} fi(t) = {φi}T {F(t)}
N Mi( x)
K i = {φi}T [K] {φi} σD = Σ
i= 1
pi Z(x) !

•  Modal damping:! Ci
ξi =
2 ωi Mi
•  The response is obtained by applying convolution integral:!
t

pi (t) = h i(t) * fi(t) = fi(τ) h i (t œτ) dτ

0

•  where the unit response function is:!

h i(t œτ) =1 sin ω (t œτ) exp[œξ ω (t œτ)] 0 < ξ < 1
Mi ωiD iD i iD i

ωiD = ωi 1 œξi2 The approach works for any wake!

Springing vs. Whipping

•  The resonant hull girder vibration due to the wave
loading is called springing (2 or 3-nodes bending)!
–  Ships with low natural frequency, i.e. low stiffness to mass
ratio, also ships with high speed!
–  “sideways” springing is often called swinging!
–  Calculations suggest that springing may also contribute to
the extreme response for some ships, but springing
vibrations are generally more important for fatigue, up to
50%.!

•  When transient load causes hull girder vibrations the

2-nodes
phenomena is called whipping!
–  Slamming causes impact load !
–  Due to this load vibrations occur 1,5

–  Uncomfortable for crew and passangers!

1

•  In some wave conditions a ship may experience

0,5
slamming loads for almost every wave encounter
and then these two phenomena occur at the same 0
0 12,5 25
time! -0,5

–  If the damping is quite low, this gives rise to continuous hull

-1
girder vibrations of varying amplitude.!
–  This illustrates that there is not always a clear distinction -1,5

between whipping and springing.!

-2
Whipping
Wave bending Moment + Impact Response
•  the time evolution of the stresses caused by the vertical bending moment, following
severe slamming event"

Example
Hull Girder Vibration
16 F. Besnier et al. / Ship hull and superstructure vibration
Example
Superstructure Vibration
F. Besnier et al. / Ship hull and superstructure vibration 17

Classification societies
provide the maximum
accelerations and
velocities for each class
and ship space.

E.g. a passenger spaces in

a ”comfort-class” ship need
to have all velocities under
2 mm/sec
Fig. 10. Velocities [mm/s] of container carrier vibrations excited by pressure field on the transom deck.

Fig. 11. Differences of vibration velocities exited by exact and simplified pressure distribution above the
propeller for rated rpm.

5.3. Excitation by shaft line longitudinal vibration

Hydrodynamic forces and moments are induced on rotating propeller. Hydrody-

Example Ferry namic forces, acting in line with propeller shaft, and generating non-coupled lon-

•  Voith-Schneider propulsion
Example Ferry
•  2-node bending at 6.22 Hz
Local
vibrations

•  Racking Mode at 6.99 Hz

Ferry Example
•  2-node torsion at 8.32 Hz + local vibrations

•  Torsion and 3-node Bending Mode at 9.36 Hz + local vibrations

Ferry Example
•  2-node bending in horizontal plane at 10.64 Hz

•  4-node Bending at
10.91 Hz + high
amplitude local
vibrations

Forced vibrations response

16,3 Hz 8,1 Hz
Z-direction velocities
Practical Aspects
•  Mass distribution affect the results considerably and this
is often uncertain knowledge during project – weight
management is important
•  You will get as many modes as there are degrees of
freedom, if
–  Interest is on global modes, you might have to look for these from
set of local modes when mesh is very fine
–  Interest is on global modes, the mesh is typically very coarse and
you do not have any info on local modes
–  Sometimes these modes are close and interact ! to make our life
interesting…