Vibration of Tankers

ITTF-Forum 2010-09-08

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Vibration of Tankers
specification of reasonable limit values theoretical investigations and countermeasures
local vibration design global vibration design hull girder global vibration design superstructure

example from trouble shouting practice

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Ship Vibration & Related Phenomena

Sea Keeping Vibration Noise

0.01 to 0.2 Hz
low frequency feel sea sickness

0.5 Hz to 100 Hz
mid frequencies feel annoyance tiredness physical harm

20 to 20.000 Hz
high frequencies hear annoyance tiredness hearing damage

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Vibration Limit Values

Habitability Structure Machinery

10

5 x 10 mm/s

Adverse comments probable

1 10
5

m m m 10
-1

m m /s
2

(1 0 g)

10 mm/s

VELOCITY

4 mm/s
10
3

10

-2

10 mm/s

9 mm/s

IS P

LA

EM

EN

yard & owner agree on limits normally based on ISO 6954 - ed. 1984 (still ususal) - ed. 2000
0
1 mm/s

10

-3

Adverse comments not probable

10

28 3 m m /s 12 6 m /s m
m m
2 2

10

m m /s m m /s
2 2

(g ) AC C EL ER IO AT N (1
-1

g)

5 x 10

-1

mm/s 60 1

100

1000

6000 c / min 100 Hz

10

Frequency

tentative limits provided by class, e.g. GL-Technology

limits provided by class, other limits can be provided by machinery suppliers

10

/s m m

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/s

(1

0 (1

-3

-2

g)

g)

Vibration Limits regarding Habitability

ISO 6954, ed. 2000, frequency weighted overall value, vOA ISO 6954, ed.1984, max. repetitive value, MRV EU Directive, 2002/44/EG Vibration Dose Value, VDV German Flag State Requirements UVV See frequency weighted overall value, vOA Class Comfort Notations, e.g. GL Harmony Class Average Amplitude Value, AAV, VDV or vOA

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ISO 6954 - ed. 1984 vs. ed. 2000 (1)

ed. 1984 is still most frequently used in building specifications ed. 1984 and ed. 2000 assess the measured vibration levels differently !
ed. 1984 refers to the highest peak in the frequency spectrum: average amplitude value (AAV) ed. 2000 refers to the area (energy content) below the below spectrum: weighted vibration overall value vOA
vib.velocity [mm/s]

AAV vOA
20 Hz 40 Hz 60 Hz 80 Hz

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Example Vibration Level on VLCC Bridge Deck

upper limit ed. 2000

ed. 1984: AAV of 4 mm/s exceeds lower limit by 55 %

upper limit ed. 1984

lower limit ed. 2000

ed. 2000: vOA of 2.7 mm/s is 27 % less than lower limit completely different assessment result attention in specifications!

lower limit ed. 1984

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GL Harmony Class Cargo Vessels gives clear measurement standard and limit values

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What can be done in the Design Stage?

Vibrations superimpose from
global hull girder vibration global vibration design global superstructure vibration global vibration design local deck panel vibration local vibration design

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Most Important: Resonance Avoidance

natural frequency excitation frequency ! ! change by

structural reinforcement change of mass (loading conding)

change by
different revolution rate different no. of propeller blades different no. of cylinders

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Local Vibration Design Deck Panels

determine the relevant excitation frequencies of the individual propulsion plant for decks of spaces in vicinity of propeller or main engine (and tank structures)
calculate natural frequencies of deck panel components: plates stiffeners panel / grillage if = change structural arrangement !

can be done by estimation formulae, but vibration levels can not be predicted
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Local Vibration Design Bridge Wings

determine relevant excitation frequencies of individual propulsion plant prepare FE model of bridge wing including part of superstructure calculate natural frequencies of basic bridge wing vibration modes if = change structural arrangement works only for bridge wing modes not coupling with superstructure vibration note: vibration levels can not be predicted by such a model

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Global Vibration Design Hull Girder (1)

practically most important: main engine 2nd order mass moment caused by unbalanced oscillating masses M2V bends inner bottom with = rpm / 30 [Hz] resonance danger with of lower hull girder modes if engine positioned in nodal point of hull vibration mode
strong vertical hull vibration strong long. superstructure vibration
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critical

not critical

Global Vibration Design Hull Girder (2)

with a strongly simplified FE analysis model it can me determined whether
there is danger of resonance the main engine is positioned in a critical position there is an optimum position for a vibration compensator for determination of the compensator size a full FE-model is required
Ballast Draft
0. 004 0. 002 0 -10 -0. 002 -0. 004 -0. 006 -0. 008 L e n gt h [ m] 40 90 140 190 240 290
0. 004 0. 002 0 -10 -0. 002 -0. 004 -0. 006 -0. 008 L e n g t h [ m] 40 90 140 190 240 290

Full Load Draft

0. 008 0. 006 0. 004 0. 002

0. 008 0. 006 0. 004 0. 002

0 -10 -0. 002 -0. 004 -0. 006 -0. 008 L e n gt h [ m] 40 90 140 190 240 290
0 -10 -0. 002 -0. 004 -0. 006 L e n g t h [ m] 40 90 140 190 240 290

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Global Vibration Design Superstructure (1)

Critical Natural Vibration Modes superstructure longitudinal vibration mode is typically excited by propeller pressure pulses ( 5 8 Hz)

superstructure transverse and torsional vibration mode is typically excited by main engine firing frequency ( 7 to 12 Hz)

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Global Vibration Design Superstructure (2)

Countermeasures Superstructure Longitudinal Vibration Reduction of propeller excitation
wake improvement devices (nozzles, fins, vortex generators) less optimised (loaded) propeller

Resonance avoidance: !
most suitable for new buildings since based on global vibration prediction changing by altering revolution rate or no. of propeller blades changing by (large scale) structural measures

Arrangement of vibration compensators

passive compensators only suitable for fixed rpm active compensators arranged in steering gear room or on navigation deck reliable, but additional cost and maintainance
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Global Vibration Design Superstructure (3)

Countermeasures Superstructure Torsional Vibration Reduction of main engine excitation
reduce guide force moment by increasing no. of cylinders arrange active compensator at main engine

Resonance avoidance: !
most suitable for new buildings since based on global vibration prediction changing by altering revolution rate or no. of cylinders changing by (large scale) structural measures by alteration of arrangement of transverse bracings

Arrangement of vibration compensators

active compensator arranged in outer sstr area reliable, but additional cost and maintainance

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Example 1: 57.000 dwt Bulk Carrier

Effect of Top Bracings Strong vibration in superstructure and at main engine top (transverse) Excitation: 6th order main engine guide force moment (firing frequency) Measurements were conducted with active and inactive top bracings:
118 rpm (nominal speed) Direction transverse transverse transverse Location Superstructure M.E. Cyl. Station aft M.E. Cyl. Station fwd. Top Bracings active 4.5 28.0 25.0 Top Bracings inactive 1.8 9.0 8.0 90 rpm Top Bracings active 1.0 4.0 3.0 Top Bracings inactive 1.0 22.0 20.0

opposite trend for different rpm deactivating top bracings might reduce vibration levels at main engine and superstructure
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Example 2: VLCC (1)

Effect of Top Bracings & Active Compensator Strong vibration in superstructure and at main engine top (transverse) Excitation: 6th order main engine guide force moment (firing frequency) Measurements were conducted with active / inactive top bracings and active / inactive compensator at engine top Results main engine top:
20 M.R.V. [mm/s] 15 10 5 0 59 61 63 65 67 69 71 Engine Speed [rpm] 73 75 77 79

Compensator off / top bracing active

Compensator on / top bracing inactive Compensator on / top bracing active

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Example 2: VLCC (2)

Effect of Top Bracings & Compensator
superstructure longitudinal vibration
10 9 8 M.R.V. [mm/s] 7 6 5 4 3 2

superstructure transverse vibration

14 12 10 M.R.V. [mm/s] 8 6 4 2 0 59 61 63 65 67 69 71 73 75 77 79 Engine Speed [rpm]

Compensator off / top bracing active Compensator on / top bracing active

Compensator on / top bracing inactive

1 0 59 61 63 65 67 69 71 73 75 77 79 Engine Speed [rpm]

influence of top bracing negligible compensator drastically reduced vibration levels

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contract phase observe difference ISO 6954 ed. 1984 vs. 2000 design phase vibration minimisation through analysis in service trouble shooting by combination of measurement & analysis Holger.Mumm@gl-group.com, phone +49 40 36149 662

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