International Journal of Mechanical and Production Engineering Research and Development (IJMPERD) ISSN(P): 2249-6890; ISSN(E): 2249-8001 Vol.

4, Issue 1, Feb 2014, 113-124 TJPRC Pvt. Ltd.

ANALYSIS OF THE IMPACT OF VARIABLE AND NON-VARIABLE INERTIA ON TORSIONAL VIBRATION CHARECTERISTICS OF MARINE PROPULSION PLANT DRIVEN BY DIESEL ENGINE
N. K. JOSHI1 & V. K. PRAVIN2
1

Associate Professor, Tolani Maritime Institute, Talegaon, Pune, Maharashtra, India

2

Regional Director, V.T.U. Regional Centre, Gulbarga, Karnataka, India

ABSTRACT
Reciprocating engines are generally analyzed for torsional vibrations by taking into account number of rotors with constant inertias coupled together by torsional springs having no mass. However the reality is that a slider crank mechanism when considered as a vibrating system has a non-constant inertia. The equivalent inertia of the entire engine mechanism fluctuates for every crankshaft rotation. High fluctuations in inertia torques will further lead to a phenomenon called secondary resonance in marine propulsion diesel engines. This would lead to the failure of a crankshaft due to excessive stresses induced. This phenomenon cannot be comprehended by the normal practice of considering the average values of fluctuating inertias. The periodic fluctuations of moment of inertia of an engine in every crank rotation give rise to cyclic variation of frequencies and corresponding amplitudes. This also leads to an increase in the speed range over which the system experiences resonance effects. In this paper a typical marine propulsion engine has been analyzed for torsional vibrations for constant as well as non-constant inertia of the engine. The linear analysis constitutes of modal analysis, order analysis, harmonic analysis, stress analysis corresponding to critical speeds of the system. The same system was further analyzed for studying the effect of non-linear parameter i.e. the non-constant inertia on the critical speeds and mode shapes. An computer program was developed to carry out such an analysis. It was found that after considering the variable inertia the range of critical speed over which hazardous vibration stress would be induced was widened.

KEYWORDS: Critical Speed, Degree of Freedom (DOF), Propulsion, Resonance, Torsional Vibration Analysis (TVA) INTRODUCTION
Marine crankshafts have been reported to have failed due to excessive torsional stresses. Several technical publications and journals have given a consensus that the phenomenon of torsional vibrations are well comprehended and controlled. However an appreciable number of torsional vibration problems continue to occur in all rotating and reciprocating machinery. To some or the other extent all rotating and reciprocating machinery are bound to experience torsional vibrations during start up, shut down continuous operation. This necessitates the determination of torsional response characteristics in order to establish the systems reliability. Excessive stresses due to torsional vibrations can result in noise, coupling wear, gear wear and gear failures, crankshaft failure, shrink-fit failure, broken shaft etc. without any prior indication. The magnitude of stresses relies upon co-relation between operating speeds and excitation frequencies of unstable torques and their harmonic components and the torsional natural frequencies (critical speeds) and the mode shapes of the entire system. The gap between these is termed as separation margin. Stress magnitude also relies upon magnification factor on damping and stress concentration factor. Most of the classification societies like American Bureau of Shipping, Bureau Veritas (I nternational Register for the Classification Societies of Shipping and Aircraft ), Germanischer Lloyd, Lloyds Register of Shipping, Nippon Kaiji Kyoki - The Japanese Marine Corporation, Det Norske Veritas (DNV) ,

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Registro Italiano Navale Specify Recommendations, Rules and Guide Lines. recommend plus or minus ten percent margin of the critical speed as the barred speed. In case of multiple operating speeds additional margin another five per cent is allowed. However non-constant inertia contributes to an increase in the speed range i.e. barred speed range over which the system experiences resonance effects would be further broadened.

NEED FOR ANALYSIS

Most of the classification societies like American Bureau of Shipping, Bureau Veritas (I nternational Register for the Classification Societies of Shipping and Aircraft), Germanischer Lloyd, Lloyds Register of Shipping, Nippon Kaiji Kyoki. The Japanese Marine Corporation, Det Norske Veritas (DNV), Registro Italiano Navale Specify Recommendations, Rules and Guide Lines.These recommendations involve changing the system response by altering either natural frequencies of engine systems or shifting the critical speed above or below running range or shifting a node to a more suitable position or by reducing vibration amplitudes at a certain position. The above conditions can be achieved either by altering torsional stiffness values or torsional inertia values. During propulsion shafting design phase it is possible by proper design to keep vibration responses within allowable limits. The most usual measures are Selection of appropriate dimensions and materials, Selection of appropriate turning wheel, Selection of engine appropriate location. Minor torsional vibration problems of an existing propulsion plant may be resolved by appropriate operations that are by the rapid pass through the hazardous ranges. If this is not applicable the only possible solutions are propulsion shafting redesign or mounting of a torsional vibration damper. Since propulsion engines are composed of a number of cylinders, the total torque is the result of simultaneous action of all cylinders, taking into account phase angle between them due to the firing order. The variable torque, generated in the engine`s cylinder is transmitted to the shafting up to the propeller. This torque initiates the vibration movement of the propulsion plant components. After the finalization of the equipment design torsional vibration analysis (TVA) should be performed to demonstrate the system has high degree of reliability. The degree of analysis required to assess the reliability of a torsional system depends upon the frequencies of excitation energies and the location of torsional natural frequencies.[1],[2],[3],[4],[5] provide references for torsional vibration procedures. A torsional system is said to be acceptable if it avoids any coincidence of an operating speed or its torsional excitation harmonic with a torsional natural frequency. So the torsional natural frequencies of the system should be evaluated and the existing excitation frequencies will have to be assessed. Most of the times it is convenient to develop an interference diagram (Camp Bell) diagram which identifies coincidences between the expected excitation frequencies and the calculated torsional natural frequencies within the operational speed range. The coincidences lying outside the range of operating speed may be neglected Wachel and Szenasi [6]. Many a times it would not be possible to entirely eliminate or to reduce the perturbation forces. In case the frequency of perturbation forces would be a remote possibility the only solution left would be to alter the system response by means of structural modifications. The evaluation of such a modification can be done provided we know the natural frequencies, mode shapes of the components. This can be known only by modal analysis [7], [8].

TORSIONAL DISCRETE MODELLING

The complete mechanical system can include the drive unit, couplings, gearboxes or other speed changing devices, propeller and more driven units. The torsional elastic system of a drive unit and its associated machinery is a complicated arrangement of a mass and elastic distribution. This complicated system is made amendable to a mathematical treatment by representing it as a model- a simpler system usually consists of lumped masses which are connected by massless torsionally elastic springs. The masses are placed at each crank, gears, propeller, turning wheel. On an engine, it is

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usually possible to consider such parts as camshaft drive, crank shaft ,coupling either as detached from engine (if they are elastically driven) or as rigid masses at the point of attachment to the crankshaft. Before the system can be put into use for calculations it is very necessary to find two main things i.e. polar moment of inertias of each rotor and the stiffness of the shaft which is there between each rotor Rao [5].

Figure 1: Torsional Vibration Model

THEORETICAL CONSIDERATIONS
In any torsional analysis to be considered for the detailed stress evaluation the most important conditions are torsional resonant conditions where some of the harmonics of excitation frequency would match with the torsional natural frequencies. If these situations are to be avoided a detailed analysis is mandatory. Torsional Vibration Analysis [TVA] in detail would comprise of following steps: Determination of torsional natural frequencies Determination of torsional mode shapes Development of interference margin analysis Determination of coincidences of the harmonics of excitation frequencies with the torsional natural frequencies and the corresponding operating speeds of the engine. Calculation of steady state torsional amplitudes of all the rotors based on torque modulations and magnification factors. Engine order analysis in order to determine major critical orders and minor critical orders Engine harmonic analysis Determination of Vector summations Determination of Torsional stresses in all the shafts considering torque modulations and magnification factors Comparison of the obtained results with applicable standard codes or standard norms specified by various classification societies and finding out the compliance with regard to the separation margin, stresses etc. Perform an exercise of studying the effects of varying parameters on torsional response of the system and to find out possible changes and modifications to be implemented in the system in order to avoid any hazardous conditions.

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In addition to all above steps that are carried out for linear analysis the effect of non linear parameters like variable inertia on modal behavior and corresponding critical speeds are also studied. Physical system with respect to specifications is converted to torsional vibration model in terms of lumped

parameters. This is further developed into mathematical model comprising of all governing equations of the system. The torsional modeled system can be analyzed for modal behavior by Transfer matrix method, Holzer method, Distributed mass method, Gorfinkels method etc. In the present work Holzers method has been considered for determining the Eigen values and Eigen vectors. Engine harmonic analysis can be carried out either by analytical method or by graphical method like 24- coordinate method, 72- coordinate method or by selecting sine harmonic coefficients and cosine harmonic coefficients tabulated in BICERA [The British Internal Combustion Engines Research Association] [3]. In this work BICERA harmonic coefficients are considered. Dynamic Magnifier It is a multiplying factor used to get the dynamic results when the static equations have been developed. In order to get them we have to consider what kind of system is it, what kind of fluctuations in load is the system subjected to.[3] has developed various plots for propellers, intermediate couplings, etc for computing this magnification factor which are made use of in this work. i.e. (Stress/deg)*(Dynamic Magnifier) = Resonant Stress Phase Vector Summation Combination of Torques due to individual cylinders: Although all the masses of a system vibrate in phase, i.e reach their maximum amplitude simultaneously, the phasing of the excitation torques of the individual cylinder is related to the firing sequence and the angle between the various cranks. The resultant torque is therefore obtained by adding the torque vectors together taking into account their phase angle, on the basis of following considerations: The phase angles of the torque vectors depend on the phase of the harmonics relative to the firing dead-centre positions of their respective cranks. The firing dead-centre positions are not reached simultaneously. When piston no. 1 fired, its crank moves away from TDC and next comes up. During this phase of harmonic torque due to 1 varies at natural frequency of engine. So, the phase variation between harmonic torques of consecutive cranks determines the phase angle between harmonic torque vectors. The Evaluation of Stresses in Various Shafts Using the values of critical speed, resultant harmonic component, vector summation and the engine order equilibrium amplitude is evaluated. Based on the shear section modulus of the shaft stress per degree is evaluated. On multiplying these stress per degree values by dynamic magnifiers, resonant stresses are evaluated and compared with the norms. Effect of Non-Linear Parameters on Torsional Vibration In linear analysis of stress evaluation, constant inertias (linear parameters) were considered. Further the effect of non-linear parameters like variable inertia on the torsional natural frequencies and mode shapes is considered and ultimately on the stress. Non-linear parameters like the variable inertias due to varying geometry of engine are considered. In small engines this non-linear effect is negligible but in low speed marine diesel engines this effect is quite significant and hence cannot be neglected. After considering the effect of variable inertia all corresponding critical speeds would also change. The TVA has to be applied to changes in critical speeds and response is synthesized. All above steps have been carried out as per the standard guidelines given in Wilson [2], Nestroids (BICERA) [3], Harris and Crede [4], Rao [5].

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A Generic algorithm was developed based on above steps and implemented through a computer program developed inhouse.

PARTICULARS OF A TYPICAL MARINE PROPULSION ENGINE SELECTED FOR ANALYSIS (CASE STUDY)
Engine Type-A typical marine propulsion engine Stroke, Single-Acting, Reversible, Crosshead, Main Engine with High Pressure Turbo-charger Max. Continuous Output (MCO): 12240kW x 105 rpm No. of Cylinders: 6 Bore x Stroke: 600mm x 2292mm Connecting Rod Length: 2628mm Reciprocating Mass: 5559 kg/cyl Flywheels MOI: 15000 kg.m2 Mean Effective Pressure (MCO): 18.0 bar Mean Indicated Pressure (MCO): 19.0 bar Max. Cylinder Pressure: 140 bar Firing Order (Ahead): 1-5-3-4-2-6

Propeller Particulars Type: 4 blades, solid, keyless Diameter: 7300 mm MOI: 59400 kg.m2 (in air)

RESULTS
Table 1: Equivalent Dynamic Systems Rotor Name No.1 Cylinder No.2 Cylinder No.3 Cylinder No.4 Cylinder No.5 Cylinder No.6 Cylinder Thrust Collar Flywheel Flange Propeller Station No. 1 2 3 4 5 6 7 8 9 10 Moment of Inertia (Kg.M2) 10411 10411 10411 10411 10411 10411 3902 15237 595 74656 Shaft Name a b c d e f g h i Shaft Stiffness (Nm/Rad106) 1146.78 1161.440 1126.126 1156.069 1207.729 1479.289 3125 76.388 152.160 Shaft Diameter (M) 672 672 672 672 672 620 620 500 610 -

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Table 2: Natural Frequencies Obtained by Holzers Tabulation Method Sr. No. 1 2 3 4 5 6 7 8 9 10 Natural Frequency (Hz) 0 5.54337 22.0016 43.0292 62.7373 80.2173 94.5397 99.0772 102.945 186.323 Natural Frequency () 0 34.83 138.24 270.36 394.19 504.02 594.01 622.52 646.82 1170.7 Frequency (Rpm) 0 332.47 1319.56 2580.71 3762.72 4811.10 5670.10 5942.24 6174.19 11174.86

Table 3: Holzer Table for 1st Natural Frequency Phase Velocity () 34.7724 34.7724 34.7724 34.7724 34.7724 34.7724 34.7724 34.7724 34.7724 34.7724 rotor No 1 2 3 4 5 6 7 8 9 10 Rot Inerti a(I) 10411 10411 10411 10411 10411 10411 3902 15237 595 74656 Relative Amplitude () 1 0.988957766 0.967373895 0.934146452 0.891560446 0.841396279 0.793240755 0.769352576 -0.397820803 -0.97952458 I* * * /(10^6) 12.58814626 12.44914501 12.17744407 11.75917217 11.22309329 10.59161941 3.742498352 14.17405825 -0.286202742 -88.41977174 Sum I* * * /(10^6) 12.58814626 25.03729126 37.21473533 48.9739075 60.19700079 70.7886202 74.53111855 88.7051768 88.41897406 0.00 Torsional stiffness (Kt(*10^9) 1.14 1.16 1.12 1.15 1.2 1.47 3.12 0.076 0.152 ---Kt/10 ^6 1140 1160 1120 1150 1200 1470 3120 76 152 ----Twist i.e Sum (I* * * /Kt) 0.011042234 0.021583872 0.033227442 0.042586007 0.050164167 0.048155524 0.023888179 1.167173379 0.581703777 ----

Figure 2: Mode Shapes or Relative Amplitude of Each Rotor with the Axial Distance Figure 2 shows mode shapes for first mode frequency, second mode frequency and third mode frequency. It also reveals from the figure how relative amplitudes of all the rotors vary with the natural frequencies

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Table 4: Stress Evaluation for Various Shafts

Crank Shaft Frequency 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 332.05 Order No. 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 Critical Speed 332.05 166.025 110.6833333 83.0125 66.41 55.34166667 47.43571429 41.50625 36.89444444 33.205 30.18636364 27.67083333 332.05 166.025 110.6833333 83.0125 66.41 55.34166667 47.43571429 41.50625 36.89444444 33.205 30.18636364 27.67083333 332.05 166.025 110.6833333 83.0125 66.41 55.34166667 47.43571429 41.50625 36.89444444 33.205 30.18636364 27.67083333 332.05 166.025 110.6833333 83.0125 66.41 55.34166667 47.43571429 41.50625 36.89444444 33.205 30.18636364 27.67083333 Harmonic Comp (N/M*M) (*104) 125.64 107.69 60.239 50.5 33.13 19.32 15.18 9.25 4.2 2.6 2.8 1.415 125.64 107.69 60.239 50.5 33.13 19.32 15.18 9.25 4.2 2.6 2.8 1.415 125.64 107.69 60.239 50.5 33.13 19.32 15.18 9.25 4.2 2.6 2.8 1.415 125.64 107.69 60.239 50.5 33.13 19.32 15.18 9.25 4.2 2.6 2.8 1.415 EQ AMP Factor '(*106) 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 1.16 Vector Summation EQ Amplitude Diameter (D) 0.6720 0.6720 0.6720 0.6720 0.6720 0.6720 0.6720 0.6720 0.6720 0.6720 0.6720 0.6720 0.6200 0.6200 0.6200 0.6200 0.6200 0.6200 0.6200 0.6200 0.6200 0.6200 0.6200 0.6200 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.50 0.61 0.61 0.61 0.61 0.61 0.61 0.61 0.61 0.61 0.61 0.61 0.61 Torque (*106) 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 88.7 Stress 1488.43 1488.43 1488.43 1488.43 1488.43 1488.43 1488.43 1488.43 1488.43 1488.43 1488.43 1488.43 1895.23 1895.23 1895.23 1895.23 1895.23 1895.23 1895.23 1895.23 1895.23 1895.23 1895.23 1895.23 3613.49 3613.49 3613.49 3613.49 3613.49 3613.49 3613.49 3613.49 3613.49 3613.49 3613.49 3613.49 1989.98 1989.98 1989.98 1989.98 1989.98 1989.98 1989.98 1989.98 1989.98 1989.98 1989.98 1989.98 Stress* EQ.AMP. (N/Mm2) 111.6325 202.4270 297.6868 95.11093 29.61983 1875.426 13.54475 17.41467 20.83807 4.762989 2.381494 136.9359 142.14239 257.75153 379.04637 121.10531 37.715114 2387.9921 17.246610 22.174213 26.53324 6.064742 3.032371 174.361333 271.0120 491.4352 722.6989 230.902 71.90854 4553.003 32.88280 42.2778 50.58892 11.56318 5.781591 332.4415 149.2482 270.6367 397.9952 127.1594 39.60052 2507.370 18.10878 23.28272 27.85966 6.367924 3.183962 183.0778 Sress /Deg 1.9482 3.532 5.1952 1.6598 0.5169 32.729 0.2363 0.3039 0.3636 0.0831 0.0415 2.3898 2.48067 4.498281 6.61512 2.113530 0.658204 41.67525 0.300987 0.386984 0.463058 0.105841 0.052920 3.042955 4.72970 8.57653 12.6125 4.02970 1.25494 79.4590 0.57387 0.73783 0.88287 0.20180 0.10090 5.80177 2.6046 4.7231 6.9458 2.2191 0.6911 43.758 0.3160 0.4063 0.4862 0.1111 0.0555 3.1950

0.0519 0.0750 0.1091 0.1360 0.2893 0.2000 0.1091 0.0639 0.0519 0.0199 5.623 1.2600 0.0519 0.0091 0.1091 0.0117 0.2893 0.0140 0.1091 0.0032 0.0519 0.0016 5.623 0.0920 Thrust Shaft 0.0519 0.0750 0.1091 0.1360 0.2893 0.2000 0.1091 0.0639 0.0519 0.0199 5.623 1.2600 0.0519 0.0091 0.1091 0.0117 0.2893 0.0140 0.1091 0.0032 0.0519 0.0016 5.623 0.0920 Intermediate Shaft 0.0519 0.075 0.1091 0.136 0.2893 0.200 0.1091 .0639 0.0519 .0199 5.623 1.260 0.0519 .0091 0.1091 .0117 0.2893 0.014 0.1091 .0032 0.0519 .0016 5.623 0.092 Propeller Shaft 0.0519 .075 0.1091 .136 0.2893 .200 0.1091 .063 0.0519 .019 5.623 1.26 0.0519 .009 0.1091 .011 0.2893 .014 0.1091 .003 0.0519 .001 5.623 .092

Figure 3: Graph Showing the Stresses Induced in Crank Shaft, Intermediate Shaft, Thrust Shaft and Propeller Shaft From the above figure it could be seen that the stresses induced in crank shaft, intermediate shaft, thrust shaft and propeller shafts are well in compliance with the norms specified by classification societies ie., American Bureau of

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Shipping, Bureau Veritas (International Register for the Classification Societies of Shipping and Aircraft ), Germanischer Lloyd, Lloyds Register of Shipping, Nippon Kaiji Kyoki

Figure 4: Variation of Natural Frequency with Crank Angle In Figure 4 it could be seen that Ist and all higher natural frequencies very with the crank angleAs a result of which all critical speeds also change. The computer program can be used to evaluate Further torsional response corresponding to the changed critical speeds.

DISCUSSIONS
TVA was performed on a typical multi cylinder in-line marine propulsion engine considered. It was found that the predictions made by the generic algorithm developed were accurate and were in close agreement with the values specified by the engine manufacturer. The stresses evaluated were shown to be in compliance with the classification societies. The effect of variable inertia on the critical speeds could be comprehended accurately and hence the real safe zones of operating the engine could be specified. The Generic algorithm could also be used for performing a parametric analysis and implement various solutions recommended by the classification societies to tackle the problem of critical speeds. It can be seen that when stresses for crankshaft, thrust shaft, intermediate shaft and propeller shaft are compared with class rules (LLOYDS) then sixth order stresses fall outside the limi t so the respective speed of that order is to be barred which is 55.4 rpm. Generally a range of speed is barred which is +/-10% of critical speed so the barred range be 50 to 61 rpm. Second and higher natural frequencies were not considered for resonance as they would lie outside the operating range of speeds

REFERENCES
1. Boysal A, Rahnejat.H, Torsional Vibration Analysis of a Multi-Body Single Cylinder Internal Combustion Model, App. Math Modelling, pp 21: 481-493, (1997) 2. Wilson W.K., Practical Solutions of Torsional Vibrations, Vol. I, Chapman and Hall 1956 ; Vol. II , John Wiely,

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1963 ; Vol III, Chapman and Hall 1965 3. Nestroids E.J. A Handbook on Torsional Vibrations, British Internal Combustion Engine Research Assoc. pp 84-88 (1958) 4. Harris C.M. and Crede C.E. Shock and Vibration Handbook, Chapter 38, Second Edition, McGraw Hill Book Company, New York, (1976) 5. Rao J.S, Rotor Dynamics ,Chapter 3, Third Edition, New age International (P)Publishers, New Delhi (1996) 6. Wachel .J.C. and Szenasi F. R. Analysis of Torsional Vibrations in Rotating Machinery, Twenty Second Turbo machinery Symposium, pp 127-151, (2009) 7. Mobley R.K. Vibration Fundamentals, Chapter 22, First Edition, Elsevier, New Delhi (2007) 8. Rangwala A.S. Reciprocating Machinery Dynamics, Chapter 6, First Edition, New Age International (p) ltd., New Delhi, (2006)