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ADVANCED SHAFTING ALIGNMENT: BEHAVIOUR OF SHAFTING IN OPERATION

Nenad VULI

UDC 629.5.026.001.42
N. VULI

Advanced Shafting Alignment:


Behaviour of Shafting in
Operation
Original scientific paper
Main propulsion shafting plays a significant role in merchant marine ships of nowadays. The
shafting transmits the torque produced by the prime mover to the ship propeller, as well as the
propeller thrust backward to the thrust bearing. Although extensive shafting alignment calculations
and checking procedures are implemented nowadays almost in every newbuilding, many problems
especially with sterntube bearings still appear in practice. One of the reasons may lie in the fact
that all of these calculation and verification procedures refer to the alignment of motionless shafting
rather than to the shafting in operation.
This paper presents an advanced shafting model and a numerical calculation procedure for a
shaftline in operating conditions. Shaftline is modelled as a multiple supported girder, taking into
account the static properties of the oil-film, formed in the radial journal bearings in operating conditions. Important steps in development of the calculation procedure, based on simple girder finite
elements, as well as an advanced static elastic non-linear model of oil-film in bearings are outlined
in the paper. The results of the incremental-iterative calculation of bearing reactions comprise the
shafting deflection curve, together with the internal forces and stationary stresses in operation at a
selected rpm. Calculated results for a particular ship are shown as an example. Comparison of
these results with the ones based upon a conventional calculation procedure for a shafting at rest,
where the oil-film properties are neglected, confirms the stated hypothesis as significant differences are obtained among them.
Keywords: shafting alignment, bearings, oil-film, calculations, merchant ships.
Unaprijeeno postrojavanje voda vratila: ponaanje voda vratila u pogonu
Izvorni znanstveni rad

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

Vod vratila brodskoga porivnog sustava temeljni je dio


porivnoga postrojenja na suvremenim brodovima. Njegova je

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ADVANCED SHAFTING ALIGNMENT: BEHAVIOUR OF SHAFTING IN OPERATION

thrust bearing. Shafting is to be designed, produced, installed


and tested in such a way that it performs its duty during the whole
life cycle of the ship (i.e. 20 to 30 years). During its exploitation
shafting is exposed to various types of loading, which all tend to
reduce its life. This loading may be due to static causes (misalignment) and dynamic causes (torsional, axial, flexural and
whirling vibrations about the static elastic line of the shafting).
Owing to the fact that the analysis of the shafting elastic line
is essential for the understanding of the shafting static and vibratory behaviour during its life in exploitation, shafting alignment
calculation has been extensively described in literature, e.g. [1].
In addition to these calculations, various shafting alignment
checking procedures are usually implemented in practice. However, damages and failures of shafting systems have still been
reported from ships throughout the world. One of the possible
causes of this situation may be the fact that shaft alignment calculation and checking usually consider the motionless shafting,
i.e. the shafting at rest during the outfitting of the newbuilding in
the shipyard, or during repair works of the existing ship. These
calculations and checking procedures always describe how to
take into account (at least partially) some of the influences encountered in the operation hot vs. cold condition, propeller
fully or partially submerged, eccentricity of the propeller thrust
force, influence of the ships hull girder and local deformations,
etc. [1]. However, they almost never refer to the actual shafting
in operating conditions, when the shafting lies on the oil-film in
its bearings.
The basic objective of this paper is to propose a shafting alignment calculation procedure capable to describe shafting behaviour in real operating conditions. The basic hypothesis is that this
approach would give results that may differ much to the ones for a
motionless shafting. The mentioned procedure is not entirely new;
it has been basically developed within the Croatian Register of
Shipping (CRS) in 1989 [2] and since then implemented in many
CRS classed ships which required shafting alignment calculations,
to check what is expected to happen with the shafting in operating
conditions. During the years passed, the procedure has been further developed and importantly improved. So, the aim of this paper is to present the essential improvements in the procedure itself, as well to illustrate it on an example of a real newbuilding,
built under the CRS supervision. As a consequence this paper will
not present the basic (conventional) shafting alignment for a
shafting at rest, as described e.g. in [1] and [3].
It is essential to describe the behaviour of the shafting itself
as an elastic system (by transfer matrix, or finite elements method)
and the behaviour of the oil (or other lubrication) means in the
shafting bearings, the latter introducing non-linearity in the calculation procedure.

2 Starting points and basic presumptions


The real shafting system, including its bearings, is modelled
by a system of general multispan beams, with several supports,
for the calculation purposes. The beam elements are used for
modelling of the shafting parts regardless of the computational
methods implemented (transfer matrix or finite elements method).
Bearings are modelled by one of the following support models:
absolutely stiff supports, linear elastic supports, or the real model
of radial journal bearings. These models may be used simultane-

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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

ADVANCED SHAFTING ALIGNMENT: BEHAVIOUR OF SHAFTING IN OPERATION

ously within a single system. The real model of radial journal


bearings will be implemented to calculate the elastic line of a
ship shafting system in operating conditions. This calculation is
based on a static incremental-iterative non-linear elastic calculation procedure, where its non-linearity is inherited from the model
of the bearings.

3 Methods and solutions


3.1 Modelling of shafting parts
Shafting parts are modelled by means of a system of multispan
beams with a cross-section varying from one beam to another.
Each beam has a constant cross-section, which may be solid circular or hollow circular. The most appropriate modelling and
calculation procedures are the methods of initial parameters in
its matrix form (so called: transfer-matrix method) and the finite
elements method.
Equivalent results are obtained implementing either of these
two approaches. The basic equations of the transfer-matrix approach have been described in [3] and [4] and will not be repeated here, because the present computer program does not
implement the transfer-matrix approach any more.
Basic equations of the finite element approach start by describing bending and shear in a single plane of an element with a
constant cross-section. The element is exposed to a constant
amount of distributed uniform loading along its whole length,
from its left to its right end (which may be equal to zero, as a
special case). The basic equation describing the relation between
the element nodal forces and uniform loading with its nodal
displacements is:
Qleft
M
left

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

oslonaca mogu se kombinirati unutar jednoga sustava. Proraun


se osniva na statikom nelinearnom inkrementalno-iterativnom
modelu.
U modelu radijalnih kliznih leajeva u literaturi [2] svojedobno je bio razdvojen osnovni (L/D < 1) od proirenog modela
(L/D 1). Tijekom proteklih godina navedeni su modeli objedinjeni u jedinstvenomu modelu, koji predstavlja bitno poboljanje, a u kojemu bi raniji osnovni model bio samo poseban
sluaj proirenog.
Jedinstveni je model razmjerno sloen, budui da istodobno
uzima u obzir utjecaj razliitih svojstava sloja maziva u
radijalnim kliznim leajevima. To su leajna znaajka (odnos
duljine prema promjeru leaja) l, Sommerfeldov broj So,
relativna ekscentrinost rukavca u leaju e, kut optereenja
leaja unutar sloja maziva g, relativni kut nagiba rukavca u leaju
A, te relativni pomak leajne reakcije X u odnosu na sredinju
ravninu leaja (slika 1). Navedena svojstva opisana su
polinomnim aproksimacijama, utemeljenim na numerikim
rezultatima iz literature. Rezultati i granice aproksimacija
prikazani su u poglavlju 4.
Svrha je cijeloga postupka prorauna, u kojemu se radijalni
klizni leajevi opisuju pomou stvarnog nelinearnog jedinstvenog modela, odrediti prostorni poloaj (elastinu liniju) voda
vratila za izabranu brzinu vrtnje, koji zadovoljava uvjete ravnotee. Ovaj poloaj mora zadovoljiti i veze poopenih pomaka
rukavca u leaju (tj. njegove relativne ekscentrinosti i relativnoga kuta nagiba) s optereenjem leaja (izraenim pomou
Sommerfeldova broja). Navedene veze moraju se pri svakoj
razini optereenja zadovoljiti u granicama unaprijed utvrene
preciznosti (primjerice, 0,01% do 0,1% radijalne zranosti
leaja).
Nasuprot prorauna prikazanog u literaturi [2], koji se osnivao na isto iterativnom postupku, u dananjem raunalnom
programu primijenjen je potpuno novi pristup, razvijen u meuvremenu. Tekoe koje su se u isto iterativnom postupku javljale bile su vezane uz konvergenciju. Ako je postupak divergirao, nije se moglo gotovo nita uiniti. Konvergencija u novom, inkrementalno-iterativnom postupku moe se postii podeavanjem prirasta brzine vrtnje (koja je povezana s optereenjem
leaja).
Iako je znatan broj prorauna na razliitim novogradnjama
proveden u meuvremenu prema novom postupku, bio je red
proraun prikazati na jednakom primjeru kakav je svojedobno
obraen u [2], to je i uinjeno. Na taj se nain jednostavno
zapaaju prednosti novoga pristupa, ako ga se usporedi s ranijim.
Rezultate prorauna za izabrani primjer prikazuju slike 2 do 7.
Razdioba poprenih sila (slika 3) pokazuje znatan porast
njihovih vrijednosti pri nazivnoj brzini vrtnje u usporedbi s onima u mirovanju, osobito na kritinome mjestu s gledita proizvoaa motora, tj. prirubnici spoja koljenastog vratila i meuvratila. Nadalje, momenti savijanja (slika 4) pri nazivnoj brzini
visoko rastu na dijelovima koljenastog vratila. Oito se u prikazanom sluaju moe dogoditi da kriterij prihvatljivosti kojim
proizvoa motora ograniava poprenu silu i moment savijanja
ne bude ispunjen pri nazivnoj brzini vrtnje, iako je ispunjen u
mirovanju! Proizvoa motora morao bi o tome povesti rauna.
Putanja po kojoj se, s porastom brzine vrtnje, sredite rukavca postupno giba prema sreditu leaja u sredinjoj ravnini
simetrije leaja prikazana je na slici 6. Budui da je poznato da

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ADVANCED SHAFTING ALIGNMENT: BEHAVIOUR OF SHAFTING IN OPERATION

The model of absolutely stiff supports, which neglects the


bearings elasticity, is the simplest one and the most widely implemented, especially within the conventional shafting alignment
calculation approach. This model should always be made capable to take the transversal pre-defined position of supports (i.e.
initial displacements) into account.
The model of linear elastic supports describes the bearings
as flexible springs, with no preloading. Generally, this model is
used in shafting alignment calculations for the shafting at rest,
where the shafting part in a bearing (journal) is in direct contact
with the bearing liner. This model, together with the previous
one is linear and common. It is described with all the necessary
details in [2] and [4].
The non-linear model is capable to describe a rather complicated real situation. The reference [2] proposed two distinct models for radial journal bearings, with respect to the length and diameter ratio (L/D) of the bearing. In case of L/D < 1 the reference [2] prescribed implementation of the so-called basic model.
When the condition L/D 1 was met, the extended model was to
be used in accordance with [2].
The major improvement introduced since the time when the
reference [2] was published is the unique model of radial journal
bearings, presented hereafter. It replaces two separate models
(the basic one and the extended one). The essential idea was the
consideration of the former basic model as a special case of the
extended one, with some additional presumptions. The present
unique model is valid in the range: 0 L/D 2. The majority of
bearings, which implement conventional oil lubrication, or modern environmental harmless lubricants, nowadays meet this condition. It should be noted that in modern designs the bearing ratios tend not to exceed 2 in order to avoid possible misalignment
problems.
3.3 Unique non-linear model of the radial journal
bearings
This model is rather complex, because it takes several properties of the oil-film into account. These properties have an important influence to the bearing behaviour. They are: the bearing
ratio, the Sommerfelds number, the journal relative eccentricity, the oil-film loading angle, the relative journal misalignment
angle and the relative shift of bearing reaction from the bearing
central cross-section.
Owing to the fact that in operating conditions the shafting
journals lie on a lubricating oil-film, which separates the journal
in the bearing from the bearing liner, this model may precisely
describe behaviour of the bearing and help to determine a realistic elastic line of the shafting [5]. However, the further complication is that the model requires a non-linear incremental-iterative calculation procedure.
The model is based upon the hydrodynamic theory of lubrication and various numerical and experimental results. The theory
fundamentals start from the Reynolds equation (as described in
[2]), and its solutions presented elsewhere in the literature. These
solutions describe the static elastic properties of radial journal
bearings, i.e. the behaviour of the shafting journal lying on a
film of the lubricating fluid in a journal bearing. Numerical and
experimental results were needed in order to make the model
overcome the theoretical restrictions. All the solutions presented
hereafter are based upon the results from various literature refer-

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se to i zbiva u praksi, prikazana putanja moe, u nekoj mjeri,


posluiti kao potvrda fizikalne valjanosti cijelog modela.
Nadalje, ukoliko se kriterij prihvatljivosti postrojavanja voda
vratila osniva na veliini reakcije u stranjem statvenom leaju,
iz slike 7 uoava se da je ova sila pri nazivnoj brzini vrtnje oko
23 posto vea od one u mirovanju. Ova razlika moe biti odluujua! Projektant voda vratila morao bi o tome povesti rauna.
Moe se zakljuiti da se rezultati prorauna statike elastine
linije voda vratila u pogonu mogu znatno razlikovati od onih
koji se dobivaju uobiajenim postupkom prorauna za vod
vratila u stanju mirovanja. Prikazani rezultati na taj nain
pridonose potvrdi uvodno postavljene hipoteze. Primjena tzv.
pogonskih vrijednosti (pomaka, sila i sl.) u uobiajenom
postupku nee puno pomoi, ukoliko se doista ne uvede razmjerno sloen stvarni model radijalnih kliznih leajeva. Takav model
zahtijeva nelinearni inkrementalno-iterativni proraun, koji
ukljuuje odreivanje pomaka pojedinih presjeka voda vratila
metodom poetnih parametara ili metodom konanih elemenata,
to i nije osobito teko. Tekou predstavlja prikladan opis zbivanja u leajevima, koji zahtijeva odreivanje stvarne krutosti
leajeva (veze pomaka s optereenjima).
injenica da vod vratila u pogonu lei na sloju maziva u
leajevima, kojeg se debljina znatno mijenja s promjenom leajne reakcije, moe odluujue utjecati na udovoljavanje
kriterijima prihvatljivosti postrojavanja voda vratila. Moe se
dogoditi da vod vratila u mirovanju udovolji kriterijima, a u
pogonu ne. Ovo bi morali imati na umu strunjaci u brodogradilitima, inspektori brodarskih tvrtki, kao i strunjaci klasifikacijskih zavoda.
Rezultati predloenoga proraunskog modela moraju
sadravati: reakcije u leajevima, ekscentrinosti rukavaca voda
vratila u leajevima, prostornu elastinu liniju, momente savijanja, poprene sile i naprezanja zbog savijanja, sve za razliite
brzine vrtnje. Navedeni rezultati mogu sluiti kao poetne
vrijednosti u analizi poprenih vibracija voda vratila, osobito
ako ih se primjerice, pomou mjernih traka, potvrdi mjerenjem
na slinim brodovima.
ences approximated by polynomials. Figure 1 denotes the values
essential to the unique model of radial journal bearings.
Figure 1 Schematic view of the unique model of radial journal
bearings
Slika 1 Shematski prikaz jedinstvenog modela radijalnih kliznih
leaja

F
dL

dR

OL

OR
OR0 R
R

q0
Dx
b/2

b/2

ADVANCED SHAFTING ALIGNMENT: BEHAVIOUR OF SHAFTING IN OPERATION

3.4 Basic presumptions in the unique radial journal


bearing model
The non-linear unique model of radial journal bearings is
based upon the following presumptions:
a) The rotational journal speed is time independent;
b) The absolute value and the direction of the reaction force in
the bearing are time independent;
c) The angle of inclination of the journal axis with respect to
the bearing axis is taken into account;
d) Owing to the non-symmetrical pressure distribution along
the lubricating oil-film in the bearing, the bearing reaction is
axially displaced from the mid plane of the bearing;
e) The angle of inclination at the point of the reaction does not
change along the whole bearing length, i.e. the curvature of
the journal within the bearing may be neglected;
f) The component of the bearing reaction in the axial direction
may be neglected.
3.5 Influence quantities in the unique radial journal
bearing model
The influence quantities related together within this model
are the following (see Figure 1):
a) the relative bearing length, l

l = b/dR

(2)

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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

The equation (8) is valid within the following range:


0.15 l 2
0.01 So 10
The angle of the bearing loading, g, is determined by the following approximation function [7]

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)

and the Sommerfelds number is expressed by the first approximation functions.


All the approximation coefficients B in equations (10), (11)
and (12) are based upon approximations presented in [2] of the
numerically obtained results presented in [8] and [9]. Their values are specified in the table in the Appendix A.
4.2 Determination of the shafting elastic line

f) the relative axial shift of the bearing reaction, X,

X=

The coefficient W in equation (11) is defined as:

e) the relative inclination angle, A,

2a b
dL - dR

+ l Bg 1, je

j =0

(B )
i =0

(4)

d) the angle of the bearing loading, (see Figure 1)

A=

g 0, j

4- i

H=

where the relative bearing clearance is defined as:

The relative thickness of the lubricant film, H, is approximated as:

d - dR
= L
dR

(B
4

l 0.125

where: eRL eccentricity of the journal in the bearing central plane.

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:

b) the relative journal eccentricity in the bearing, e

e =

(8)

(7)

The basic goal of the whole calculation procedure in which


the radial journal bearings are described by the unique real nonlinear model, presented above, is to determine the spatial equi-

52(2004)3, 203-212

207

N. VULI

ADVANCED SHAFTING ALIGNMENT: BEHAVIOUR OF SHAFTING IN OPERATION

librium position of shafting for a certain speed of revolutions.


This position satisfies the relationship of the journal eccentricity
and the journal angular inclination with the bearing loading, expressed by the Sommerfeld number. This relationship is to be
satisfied to a predetermined precision, in each loading case.
Loading which is to be considered in the present case i.e. the
calculations of operational behaviour of the ship shafting system
differs significantly from the loading in the classical static shafting
alignment calculations (for the shafting at rest, neglecting the
oil-film in the bearings). In the classical shafting alignment calculations loading comprises the propeller weight, weights of the
shafting parts, weights of the gears or the turning wheels, taking
also the buoyancy into account, where it is relevant. In the case
of operational behaviour calculations it is very important to include the mean propeller forces and the thrust force eccentricity
into account, as well as the mean operational forces acting on
gears or parts of engine reciprocating mechanisms.
Contrary to the calculation procedure presented in [2], which
was based on a pure iterative procedure, a completely new approach has been implemented in the present computer program
meanwhile. The problem with the pure iterative procedure was
that a non-convergence may happen and there was nothing to do
about it. The convergence in the new procedure, in case of problems, may be obtained by adjusting the increment of rotational
speed (related to the bearing loading).
The basic idea is to start each calculation step (in which the
rotational speed is increased) from the previously finished loading step in which the elastic line was found to fulfil the equations
of equilibrium, as well as the equations of the real model of radial journal bearings. The calculation procedure for the new load
step is completely finished, when the change in the eccentricity
of all the journals within the bearings, compared to the ones calculated in the previous iteration, remains within the predetermined limits, e.g. 0.01 to 0.1 per cent of the radial bearing clearance.
In each loading (i.e. rotational speed) step the linear finite
elements model of the shafting itself, gives out the bearing reactions, R, from which the Sommerfeld numbers, So, as well as the
journal inclination angles a are determined for each bearing. The
radial journal bearing model then returns the displacement values (the bearing eccentricity e, the bearing loading angle g, together with the axial shift of bearing reaction, X) for each bearing. These displacement values then become a new set of boundary displacements for the finite elements model, etc., until the
convergence criterion in each bearing has been met.

5 Numerical illustrative example


Though a significant number of calculations have been performed based upon the new procedure, since the basic idea was
developed and implemented for the first time, for the sake of
good order, the numerical example will be presented for the same
shafting layout as in [2]. Thus, the advantages of the new approach may be easily noticed, comparing the results with the
ones in [2].
The shaftline of the 28155 GT bulk carrier is considered.
The propulsion system is based upon a 6-cylinder two-stroke
Diesel engine of maximum continuous rated power of 9180 kW
at rated speed of 111 rpm. The system consists of the engine,
directly coupled to the intermediate shaft, then the propeller shaft

208

52(2004)3, 203-212

and the fixed pitch 4-bladed propeller of 6.450 m diameter. The


propeller shaft of 580 mm diameter operates in two white metal
bearings: the aft and the fore sterntube bearing. The intermediate
shaft of 485 mm diameter operates in a single journal white metal
bearing. The engine crankshaft model is restricted to three bearings, comprising the thrust block and the bearings of the first
crank. The essential model data are shown in Table 1, whereas
the shafting diameters and the layout of the bearings are presented in Figure 2.
Figure 3 presents the calculated shear force components distribution along the shafting. Figure 4 presents the distribution of
the bending moment components along the shafting. Figure 5
presents the distribution of the bending stresses along the shafting
elements. All these diagrams describe the two characteristic cases:
motionless shafting (0 rpm) and the operation at the nominal
speed (100 rpm). The thick lines in diagrams represent the vertical and the thin ones represent the horizontal internal force components. The elastic line curve is not shown here, as it may be
found in [2].
Figure 6 presents the calculated positions of the shaft journal
centre within the sterntube bearing, with the increasing revolutions speed. This was practically impossible to obtain with the
previous calculation model. As the rpm is increased beyond 30
per cent of the nominal speed, the journal significantly tries to
move towards the bearing centre. Figure 7 shows the sterntube
bearing total reaction force change with rpm. Note that the points
on the graph in Figure 7 correspond to the ones in Figure 6.
Table 1 Basic data of propulsion system and the shafting
Tablica 1 Osnovni podaci o porivnom sustavu i vodu vratila
C R OAT IAN R E G I S T E R O F S H I PPI N G
CALCULATION OF SHAFTING OPERATION IN RADIAL
JOURNAL BEARINGS
Program: ShaftRJB

Author: N.VULIC

Ver: 1.0 (25JUL2003)

NUMBER OF NON-ELASTIC SUPPORTS

NUMBER OF RADIAL JOURNAL BEARINGS

NUMBER OF ELASTIC SUPPORTS

NUMBER OF GIRDER STRUCTURAL ELEMENTS

34

NUMBER OF NODES WITH EXTERNAL LOADING

NUMBER OF ELEMENTS WITH EXTERNAL


LOADING

MODULUS OF ELASTICITY OF SHAFTING


ELEMENTS

210000 [MPa]

SHEAR MODULUS OF SHAFTING ELEMENTS

80850 [MPa]

DENSITY OF SHAFTING ELEMENTS MATERIAL

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]

MAXIMAL CONTINUOUS RATED POWER

9180. [kW]

TOLERANCE OF THE RELATIVE ECCENTRICITY

1.00E-05

ADVANCED SHAFTING ALIGNMENT: BEHAVIOUR OF SHAFTING IN OPERATION

N. VULI

RADIAL JOURNAL BEARINGS


RO[kg/m3]

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]

NODE B[mm] DR[mm] DL[mm] NI[mm2/s]

distance [m]

Figure 2 Schematic shafting layout


Slika 2 Shematski prikaz voda vratila

Figure 5 Bending stress


Slika 5 Naprezanje na savijanje

Qy ,Qz [kN]

sx [MPa]

Figure 3 Shear forces in shafting model


Slika 3 Poprene sile u modelu voda vratila

Figure 4 Bending moments in shafting model


Slika 4 Momenti savijanja u modelu voda vratila

distance [m]

Qy ,Qz [kN]

sx [MPa]

distance [m]

distance [m]

distance [m]

52(2004)3, 203-212

209

N. VULI

ADVANCED SHAFTING ALIGNMENT: BEHAVIOUR OF SHAFTING IN OPERATION

Journal displacement within sterntube bearing, wrt rpm

R [kN]

100% rpm

uy [mm]

30% rpm

rotational speed, n [rpm]

Figure 7 Change of reaction force in sterntube bearing with rpm


Slika 7 Promjena reakcije u stranjem statvenom leaju s brzinom vrtnje
ux [mm]

Figure 6 Motion of the sterntube bearing journal


Slika 6 Gibanje rukavca u stranjem statvenom leaju

6 Discussion of the results


The shearing forces distribution (Figure 3) shows a significant increase in their value for nominal speed compared to the
shafting at rest, which appears to be at the most critical point
with respect to the engine manufacturers acceptance criteria,

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

angular inclination, rad

210

52(2004)3, 203-212

ADVANCED SHAFTING ALIGNMENT: BEHAVIOUR OF SHAFTING IN OPERATION

in practice along such or a similar path. In addition to this, if a


shafting alignment acceptance criterion is based upon the value
of the sterntube bearing reaction force, Figure 7 shows that this
force is by some 23 per cent greater at the nominal speed than
for the shafting at rest. This difference may be decisive! The
shafting designers in shipyards should be aware of this situation.
The results obtained by means of the classical approach (absolutely stiff supports) for the shafting at rest, have been compared to the ones obtained by the non-linear model of radial journal bearings. The results of this comparison, presented in Table
2, show that there is practically no correlation at all! This means
that the advanced shafting alignment presented here, gives significantly different results, with respect to the ones obtained by
the classical approach. A possible speculation whether the shafting
would avoid problems in exploitation, though it does not satisfy
the alignment criteria (e.g. [3]) at the nominal speed, but satisfies them at rest, as they contain enough safety to cover these
changes, is beyond the scope of this paper.

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.

Appendix A: Description of the implemented


incremental-iterative numerical
procedure
Step 1: Set initial values and tolerance criteria

Dmax = (0.1 0.5)% CR tolerance of the iterative calculations,


n0 =0 rpm
shafting at rest,
d0 =0
predetermined position of the bearings
(determine shafting elastic line at rest),
Step 2: Initial positions of journals and bearing reactions
eRL0 = CR + d0
X0 = 0

CR=(DL-DR)/2 radial bearing clearance,


axial positions of bearing reactions

Step 3: Initial bearing reactions and inclination angles


R0 , a0 = f1(eRL0 , X0)

linear finite element calculation,


equation (1),

Step 4: Incremental calculation, increase rpm


n = n0 +Dn

Dn incremental rpm,

Step 5: Calculate non-dimensional bearing quantities at the


present rpm
So = f4(R0, w, h, bearing dimensions) equations (4) and (5),
A = f6(a0, bearing dimensions)
equation (6),
e = f8(So, bearing dimensions)
equation (8),
g = f9(e, bearing dimensions)
equation (9),
H = f10(e, A)
equation (10),
X = f11(So, A, bearing dimensions)
equations (11) and (12),
Step 6: Calculate journal positions, bearing reactions and inclination angles at the present rpm
eRL = (1-H)CR
R, a = f1(eRL , X)

journal positions within bearings,


linear finite element calculation, equation (1),

52(2004)3, 203-212

211

N. VULI

ADVANCED SHAFTING ALIGNMENT: BEHAVIOUR OF SHAFTING IN OPERATION

eRL0 = eRL
continue with the next iteration, step (5)

Step 7: Calculate achieved maximal differences


D= max |eRL -eRL0 , X-X0|
Step 8: Differences not yet within tolerance criteria, next iteration necessary
if D > Dmax : R0 = R
a0 = a
X0 = X

Step 9: Differences within tolerance criteria, solutions found


if D Dmax : output solutions at n rpm
eRL0, X, a, R
n0 = n
continue with the next incremented rpm, step (4),
until n0 = nmax

Appendix B: Approximation coefficients


The approximation coefficients for the unique model of radial journal bearings, implemented in equations (9), (10), (11) and (12)
are presented in the following table.
Table 3 Approximation coefficients in the radial journal bearing model
Tablica 3 Koeficijenti aproksimacija u modelu radijalnog kliznog leaja

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

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