Section
2 Torsional vibration
2.1 General
2.1.2 Further
to the Scope of this Chapter, the requirements of this Section are
applicable:
-
to ships that
are required to comply with the
SOLAS - International Convention for the Safety of Life at Sea
, as amended,
(SOLAS); and
-
for all other
ships where any one main engine has a power output exceeding 500 kW.
2.2 Particulars to be submitted
2.2.1 Torsional
vibration calculations, showing the mass elastic values, associated
natural frequencies and an analysis of the vibratory torques and stresses
for the full dynamic system.
2.2.2 Particulars
of the division of power and utilisation, throughout the speed range,
for turbines, multi-engine or other combined power installations,
and those with power take-off systems. For multi-engined installations,
special considerations associated with the possible variations in
the mode of operation and phasing of engines.
2.2.4 Details
of operating conditions encountered in service for prolonged periods,
e.g. idling speed, range of trawling revolutions per minute, combinator
characteristics for installations equipped with controllable pitch
propellers.
2.2.5 Details,
obtained from the manufacturers, of the principal characteristics
of machinery components such as dampers and couplings, confirming
their capability to withstand the effects of vibratory loading including,
where appropriate, heat dissipation. Evidence that the data which
is used to represent the characteristics of components, which has
been quoted from other sources, is supported by a programme of physical
measurement and control.
2.2.6 Where
installations include electric motors, generators or non-integral
pumps, drawings showing the principal dimensions of the shaft, together
with manufacturer's estimates of mass moment of inertia for the rotating
parts.
2.2.7 Details
of vibration or performance monitoring proposals where required.
2.3 Scope of calculations
2.3.1 Calculations are to be carried out, by recognised techniques, for the full
dynamic system formed by the engines, turbines, motors, generators, flexible couplings,
gearing, shafting and propeller, where applicable, including all branches.
2.3.2 Calculations
are to give due consideration to the potential deviation in values
used to represent component characteristics due to manufacturing/service
variability.
2.3.3 The calculations carried out on engine systems are to be based on the
Enginebuilders' harmonic torque data. The calculations are to take account of the
effects of engine malfunctions commonly experienced in service, such as a cylinder not
firing (i.e. no injection but with compression) giving rise to the highest torsional
vibration stresses in the shafting. Calculations are also to take account of a degree of
imbalance between cylinders, which is characteristic of the normal operation of an
engine under service conditions.
2.3.4 Whilst
limits for torsional vibration stress in crankshafts are no longer
stated explicitly, calculations are to include estimates of crankshaft
stress at all designated operating/service speeds, as well as at any
major critical speed.
2.3.5 Calculations
are to take into account the possible effects of excitation from propeller
rotation. Where the system shows some sensitivity to this phenomenon,
propeller excitation data for the installation should be used as a
basis for calculation, and submitted.
2.3.6 Where
the torsional stiffness of flexible couplings varies with torque,
frequency or speed, calculations should be representative of the appropriate
range of effective dynamic stiffness.
2.4 Symbols and definitions
2.4.1 The
symbols used in this Section are defined as follows:
d
|
= |
minimum
diameter of shaft considered, in mm |
di
|
= |
diameter of internal bore, in mm |
r
|
= |
ratio N/N
s or N
c/N
s whichever is applicable
|
C
d
|
= |
a size factor defined as 0,35 + 0,93d
–0,2
|
N
|
= |
engine
speed, in rev/min |
N
c
|
= |
critical speed, in rev/min |
N
s
|
= |
maximum continuous engine speed, in rev/min, or, in the case
of constant speed generating sets, the full load speed, in rev/min |
Q
s
|
= |
rated full load mean torque |
σu
|
= |
specified
minimum tensile strength of the shaft material, in N/mm2
|
τc
|
= |
permissible
stress due to torsional vibrations for continuous operation, in N/mm2
|
τt
|
= |
permissible
stress due to torsional vibrations for transient operation, in N/mm2
|
2.4.2 Alternating
torsional vibration stresses are to be based on half-range amplitudes
of stress resulting from the alternating torque (which is superimposed
on the mean torque) representing the synthesis of all harmonic orders
present.
Table 8.2.1 Ck factors
Intermediate shafts with
|
|
Integral coupling flange and straight
sections
|
1,0
|
Shrink fit coupling
|
1,0
|
Keyway, tapered connection
|
0,60
|
Keyway, cylindrical
connection
|
0,45
|
Radial hole
|
0,50
|
Longitudinal slot
|
0,30 (see
Pt 5, Ch 8, 2.4 Symbols and definitions 2.4.4)
|
|
|
Thrust shafts external to engines
|
|
On both sides of thrust collar
|
0,85
|
In way of axial bearing where a roller
bearing is used as a thrust bearing
|
0,85
|
|
|
Propeller shafts
|
|
Flange mounted or keyless taper
fitted propellers
|
0,55
|
Key fitted propellers
|
0,55
|
Between forward end of aft most
bearing and forward sterntube seal
|
0,80
|
Note The determination of Ck
– factors for shafts other than shown in this Table will be
specially considered by LR.
|
2.4.3 All
vibration stress limits relate to the synthesis or measurement of
total nominal torsional stress and are to be based on the plain section
of the shafting neglecting stress raisers.
2.4.4 For
a longitudinal slot Ck
= 0,3 is applicable
within the dimension limitations given in Pt 5, Ch 6, 3.1 Intermediate shafts 3.1.6. If the slot dimensions
are outside these limitations, or if the use of another Ck
is
desired, the actual stress concentration factor (scf)
is to be documented or determined from Pt 5, Ch 8, 2.4 Symbols and definitions 2.4.5 or by direct application of FE calculation , in which case:
Note that the scf is defined as the
ratio between the maximum local principal stress and times the nominal torsional stress (determined for the
bored shaft without slots).
2.4.5
Stress
concentration factor of slots. The stress concentration factor
(scf) at the ends of slots can be determined by means
of the following empirical formulae:
This formula applies to:
- Slots at 120 or 180 or 360 degrees apart.
- Slots with semicircular ends. A multi-radii slot end can reduce
the local stresses, but this is not included in this empirical formula.
- Slots with no edge rounding (except chamfering), as any edge rounding
increases the scf slightly.
αt(hole) represents the stress concentration
of radial holes and can be determined as :
where , in this context, e = hole diameter,
in mm (this is independent of slot width)
or simplified
to αt(hole) = 2,3.
2.5 Limiting stress in propulsion shafting
2.5.1 The
following stress limits apply to intermediate shafts, thrust shafts
and to screwshafts fully protected from sea water. For screwshafts,
the limits apply to the minimum sections of the portions of the screwshaft
as defined in Pt 5, Ch 6, 3.5 Screwshafts and tube shafts.
2.5.2 In the
case of unprotected screwshafts, special consideration will be given.
2.5.3 In no part of
the propulsion shafting system may the alternating torsional vibration
stresses exceed the values of τc for continuous operation,
and τt for transient running, given by the following
formulae:
2.5.4 In general, the tensile strength of the steel used is to comply with the
requirements of Pt 5, Ch 6, 2 Materials. For the calculation of the permissible limits of
stresses due to torsional vibration, σu is not to be taken as more than 800
N/mm2 in the case of alloy steel intermediate shafts, or 600
N/mm2 in the case of carbon and carbon-manganese steel intermediate,
thrust and propeller shafts unless, for intermediate shafts only, it is verified that
the materials exhibit a similar fatigue life to conventional steels through compliance
with the requirements in Pt 5, Ch 6, 5 Approval of alloy steel used for intermediate shaft material.
2.5.5 Where
the scantlings of coupling bolts and straight shafting differ from
the minimum required by the Rules, special consideration will be given.
2.6 Generator sets
2.6.1 Natural
frequencies of the complete set are to be sufficiently removed from
the firing impulse frequency at the full load speed, particularly
where flexible couplings are interposed between the engine and generator.
2.6.2 Within
the speed limits of 0,95N
s and 1,05N
s the vibration stresses in the transmission shafting are not
to exceed the values given by the following formula:
τc
|
= |
±
(21− 0,014d) N/mm2.
|
2.6.3 Vibration
stresses in the transmission shafting due to critical speeds which
have to be passed through in starting and stopping, are not to exceed
the values given by the following formula:
2.6.4 The
amplitudes of the total vibratory inertia torques imposed on the generator
rotors are to be limited to ± 2,0Q
s in
general, or to ± 2,5Q
s for close-coupled
revolving field alternating current generators, over the speed range
from 0,95N
s to 1,05N
s.
Below 0,95N
s the amplitudes are to be limited
to ± 6,0Q
s. Where two or more generators
are driven from one engine, each generator is to be considered separately
in relation to its own rated torque.
2.6.5 The
rotor shaft and structure are to be designed to withstand these magnitudes
of vibratory torque. Where it can be shown that they are capable of
withstanding a higher vibratory torque, special consideration will
be given.
2.6.6 In addition
to withstanding the vibratory conditions over the speed range from
0,95N
s to 1,05N
s,
flexible couplings, if fitted, are to be capable of withstanding the
vibratory torques and twists arising from transient criticals and
short-circuit currents.
2.6.7 In the
case of alternating current generators, resultant vibratory amplitudes
at the rotor are not to exceed ± 3,5 electrical degrees under
both full load working conditions and the malfunction condition mentioned
in Pt 5, Ch 8, 2.3 Scope of calculations 2.3.3.
2.7 Other auxiliary machinery systems
2.8 Other machinery components
2.8.1
Torsional
vibration dampers. The use of dampers or detuners to limit
vibratory stress due to resonances which occur within the range between
0,85N
s and 1,05N
s are
to be considered. If fitted, these should be of a type which makes
adequate provision for dissipation of heat. Where necessary, performance
monitoring may be required.
2.8.2
Flexible
couplings:
-
Flexible couplings
included in an installation are to be capable of transmitting the
mean and vibratory loads without exceeding the makers' recommended
limits for angular amplitude or heat dissipation.
-
Where calculations
indicate that the limits recommended by the manufacturer may be exceeded
under misfiring conditions, a suitable means is to be provided for
detecting and indicating misfiring. Under these circumstances power
and/or speed restrictions may be required. Where machinery is non-essential,
disconnection of the branch containing the coupling would be an acceptable
action in the event of misfiring.
2.8.3
Gearing:
-
The torsional
vibration characteristics are to comply with the requirements of Pt 5, Ch 8, 2.3 Scope of calculations. The sum of the mean and of the
vibratory torque should not exceed four-thirds of the full transmission
torque, at MCR, throughout the speed range. In cases where the proposed
transmission torque loading on the gear teeth is less than the maximum
allowable, special consideration will be given to the acceptance of
additional vibratory loading on the gears.
-
Where calculations
indicate the possibility of torque reversal, the operating speed range
is to be determined on the basis of observations during sea trials.
2.9 Measurements
2.9.1 Where
calculations indicate that the limits for torsional vibration within
the range of working speeds are exceeded, measurements, using an appropriate
technique, may be taken from the machinery installation for the purpose
of approval of torsional vibration characteristics, or determining
the need for restricted speed ranges, and the confirmation of their
limits.
2.9.2 Where
differences between calculated and measured levels of stress, torque
or angular amplitude arise, the stress limits are to be applied to
the stresses measured on the completed installation.
2.9.3 The
method of measurement is to be appropriate to the machinery components
and the parameters which are of concern. Where shaft stresses have
been estimated from angular amplitude measurements, and are found
to be close to limiting stresses as defined in Pt 5, Ch 8, 2.5 Limiting stress in propulsion shafting, strain gauge techniques may be
required. When measurements are required, detailed proposals are to
be submitted.
2.10 Vibration monitoring
2.10.1 Where
calculations and/or measurements have indicated the possibility of
excessive vibratory stresses, torques or angular amplitudes in the
event of a malfunction, vibration or performance monitoring, directly
or indirectly, may be required.
2.11 Restricted speed and/or power ranges
2.11.1 Restricted
speed and/or power ranges will be imposed to cover all speeds where
the stresses exceed the limiting values, τc, for continuous
running , including one cylinder misfiring conditions if intended
to be continuously operated under such conditions. For controllable
pitch propellers with the possibility of individual pitch and speed
control, both full and zero pitch conditions are to be considered.
Similar restrictions will be imposed, or other protective measures
required to be taken, where vibratory torques or amplitudes are considered
to be excessive for particular machinery items. At each end of the
restricted speed range the engine is to be stable in operation.
2.11.2 The
restricted speed range is to take account of the tachometer speed
tolerances at the barred speeds.
2.11.3 Critical
responses which give rise to speed restrictions are to be arranged
sufficiently removed from the maximum revolutions per minute to ensure
that, in general, at r = 0,8 the stress due to the upper
flank does not exceed τc.
2.11.4 Provided
that the stress amplitudes due to a torsional critical response at
the borders of the barred speed range are less than τc
under
normal and stable operating conditions the speed restriction derived
from the following formula may be applied:
2.11.5 Where
calculated vibration stresses due to criticals below 0,8N
s marginally exceed τc or where the critical
speeds are sharply tuned, the range of revolutions restricted for
continuous operation may be reduced.
2.11.6 In
cases where the resonance curve of a critical speed has been derived
from measurements, the range of revolutions to be avoided for continuous
running may be taken as that over which the measured vibration stresses
are in excess of τc, having regard to the tachometer
accuracy.
2.11.7 Where
restricted speed ranges under normal operating conditions are imposed,
notice boards are to be fitted at the control stations stating that
the engine is not to be run continuously between the speed limits
obtained as above, and the engine tachometers are to be marked accordingly.
2.11.8 Where
vibration stresses approach the limiting value τt,
the range of revolutions restricted for continuous operation may be
extended. The notice boards are to indicate that this range must be
passed through rapidly.
2.11.10 Where
the restrictions are imposed for the contingency of an engine malfunction
or component failure, the limits are to be entered in the machinery
Operating Manual.
2.11.11 Restricted
speed ranges in one-cylinder misfiring conditions on ships with single
engine propulsion are to enable safe navigation whereby sufficient
propulsion power is available to maintain control of the ship.
2.11.12 There
are to be no restricted speed ranges imposed above a speed ratio of
r = 0,8 under normal operating conditions.
2.12 Tachometer accuracy
2.12.1 Where
restricted speed ranges are imposed as a condition of approval, the
tachometer accuracy is to be checked against the counter readings,
or by equivalent means, in the presence of the Surveyors to verify
that it reads correctly within ± 2 per cent in way of the restricted
range of revolutions.
2.13 Governor control
2.13.1 Where
there is a significant critical response above and close to the maximum
service speed, consideration is to be given to the effect of temporary
overspeed.
|