14. starptautiskÄ konference 2012 - Latvijas JÅ«ras akadÄmija

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Proceedings of 14th International conference „Maritime Transport and Infrastructure - <strong>2012</strong>”Table 1Main engine particularsMAN 8 L 32/40Piston Stroke40 cmCylinder bore32 cmNumber of cylinders 8Power4000 KWSpeed750 rpmThe torsional angles have obtained by running the matlab programs. Ship main engine, shaftand propeller system was analyzed with undamped and different torsional damped coefficient.Displacement amplitudes are shown in figure 3 and figure 4. Torsional speed of change valuesindicated in Fig. 5 and Fig. 6.Fig. 3 Torsional angular displacement at shaftFig. 4 Propeller torsional angular displacementFig. 5 Torsional angular speed change at shaftFig. 6 Variation speed of the propeller torsionalangular velocityAmplitude of shaft torsional angular occurred as a unstable position in the undampedcondition, unstable condition has been seen just for first two second than amplitude continue todecreased with effecting from torsional damper coefficient value at. Other simulationhave proceeded withcoefficient and understand that the amplitude with using thisdamper has determine better damping coefficient because amplitude have settled at reference line atthe end of the first ten second.Propeller amplitude is behaved continuously as a sinusoidal without damping coefficient.Propeller angular displacement decrease from 0.43 rad to 0.37 rad when thedampingcoefficient effected, in case of damping coefficient implemented to system as a, theamplitude rate decreases to 0.32 rad in ten seconds.130
Proceedings of 14th International conference „Maritime Transport and Infrastructure - <strong>2012</strong>”The comparison of different damping action is presented in table 2, which shows velocitiesand angular displacement of engine propeller.Damping rotation of the engine- propeller modelTable 2Torsional Damping rate%Torsional Damping rate%% 87 % 93References1. G. Shu, X. Liang and Y. Wang. ''Investigation on Coupled Torsional-axial Vibration of Crankshaft Basedon Rayleigh Differential Metod'', Tianjin,Sae international,2006.2. A. Grzadziela. ''Modelling of Propeller Shaft Dynamics at Pulse Load'', Gdansk, Polish MaritimeResearch, 2008, Vol. 15, 52-58 p.3. S. Zhang and Q. Zhang. ''Coupled Torsional and Axial Nonlinear Vibration Model of the Crankshaft witha Propeller'', Shanghai,Intl. Conf. on Sys. Simulation and Scientific Computing, 2008.4. T. Hara, T. Furukawa, K. ve Shoda. ''Vibration Analysis of Main Engine Shaft System by BuildingBlock Approach'', Tokyo,Bulletin of the M.E.S.J, 1995, Vol. 23, No.2.5. D. Macpherson, V.R. Puleo and M.B. Packard''Estimation of Entrained Water Added Mass Propertiesfor Vibration Analysis'' SNAME New England Section, June 2007.6. T.V. Rao. ''A Diagnostic Approach to the Vibration Measurements and Theoretical Analysis of the aDredger Propulsor System'', Yanam, 2005.7. W.W. Seto.‘’ Mechanical Vibrations’’, Schaum pub., New York, 1964.8. L.A. Maurice. ''Rotating Machinery Vibrations-From Analysis to Troubleshooting'', Marcel Dekker, NewYork, 2000.9. MAN Diesel, ‘’Project Guide for Marine Plants’’, Ausburg, 2006.10. ABS, ‘Guidance notes on ship vibration’’, 2006131
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