VIBRATION CONTROL IN

SHIPS & MOUNT DESIGN

BY
ANURAG PANDEY
NIRANJAN KUMAR SINGH
GEORGE J. PUTHUR
ANAND CHOUBEY

VIBRATION CONTROL
REDUCE VIBRATORY EXCITATION
CHANGE NATURAL FREQUENCY TO AVOID RESONANCE
CHANGE EXCITATION FREQUENCY TO AVOID RESONANCE
NOTE: ACHIEVEMENT OF ANY IF THE THREE CORRECTION POSSIBILITIES
IDENTIFIED WILL ALMOST ALWAYS INVOLVE MODIFICATIONS IN EITHER
STERN/PROPELLER HYDRODYNAMICS OR HULL STRUCTURE

HULL VIBRATION CONTROL

IMPROPER FLOW ONTO THE PROPELLER

INSTALL FINS AHEAD OF PROPELLER TO IMPROVE THE FLOW

USE SKEWED PROPELLER BLADES

INCREASE PROPELLER AXIAL OR RADIAL CLEARANCES

CAVITATION

INSTALL FINS AHEAD OF PROPELLER TO IMPROVE THE FLOW

INCREASE PROPELLER AXIAL OR RADIAL CLEARANCES

TEMPORARILY A REDUCTION IN SPEED WILL REDUCE CAVITATION

A NEW PROPELLER DESIGN

HULL VIBRATION CONTROL (Contd.)

PROPELLER UNBALANCE (MASS UNBALANCE / DAMAGED)

PROPELLER REPLACEMENT

SEA FORCES (SLAMMING AND OTHER TRANSIENT ACTIONS)

HULL FORM CHANGE TO V-SHAPE

REDUCTION IN SPEED

SPRINGING: Nautical
term referring to
global vertical
resonant hull girder
vibration due to
oscillating wave loads
along the hull of the
ship. Larger ships with
longer resonant
periods are more
susceptible to this
type of vibration

LOCAL VIBRATION CONTROL

LOCAL VIBRATION: THE VIBRATION OF SMALLER STRUCTURES OR PIECES OF
EQUIPMENT, SMALL ENOUGH SO THAT ITS VIBRATION WILL NOT SIGNIFICANTLY EFFECT
THE HULL GIRDER VIBRATION
MAKE VERTICAL BULKHEADS (LONGITUDINAL AND TRANSVERSE) AS CONTINUOUS AS
POSIIBLE FROM DECK TO DECK. WHEREVER THIS IS DIFFICULT, STANCHIONS CAN BE
USED FOR CONTINUITY

HEAVY PIECES OF EQUIPMENT ARE INSTALLED OVER BEAMS, BULKHEADS, FRAMES, OR

WEBS, PREFERABLY IN BOTH DIRECTIONS (LONGITUDINAL AND TRANSVERSE).
AVOID CANTILEVERS TO SUPPORT EQUIPMENT
WHERE LARGE FORCES ARE INVOLVED BETWEEN MACHINERY AND FOUNDATIONS THE
MANUFACTURERS SHOULD BE CONSULTED ON THE STIFFNESS OF FOUNDATIONS

DOUBLE BOTTOMS SHOULD BE DEEP AND SHOULD CHANGE DEPTH GRADUALLY IF A

LESSER OR GREATER HEIGHT IS NEEDED TO ACCOMMODATE MACHINERY OR
EQUIPMENT

Vibration Control At Locations

Source- Increase in stiffness of local supporting structures.
Wave propagation
Receiver By using dampeners and Rock wool Puff.
If we consider engine as a source- 5 Modifications possible1. Girder thickness of engine bed section is enlarged
2. Flange thickness of engine bed is increased
3. Two aluminium plates are attached onto edges of flanges to form box shape structure
4. Two plates are attached on two engine bed to form a triangular shaped structure
5. Two plates attached which form inverse triangular structure
However, the performance of these modifications could be
improved if the modifications are extended to the entire span of the engine bed and are
effective at high frequencies.

Engine Bed Modifications

At Low frequency Vibration Wave

propogation
Major stiffness components of a ship structure are supported regularly by
ring frames at equal intervals, wave propagation in these stiffness
components should demonstrate periodic characteristics similar to those of
periodic supported structures
Wave confinement could be achieved by imposing irregularity to the ring
frame locations

The kinetic energy distributions of the odd numbered keel

sections due to flexural vibration in the force direction ( z
direction) in the periodic case are shown in fig

Similar results are found for waves

propagating in the other two translational
directions

MOUNT DESIGN
Marine Mount Series
EFFECTIVE REDUCTION OF NOISE AND VIBRATION OF INTERNAL
COMBUSTION DIESEL ENGINES IN MARINE INSTALLATION.

CONTINUED
Barry controls marine mounts are designed to provide effective noise and
vibration isolation of marine engines upto, but not limited to , 1000 Hp.
One of the most important features of Barry control Marine mounts is their
ability to isolate vibration while transmitting full propeller thrust, efficiently
isolating engine noise and vibration from the hull of vessel.

There are three main styles of Barry Marine Mount. The

mounts you have will look like one of these :

MOUNT DESIGN
PRECAUTION
1.

The rubber resilient elements of mounting should not be painted.

2.

The rubber elements of mountings should be protected from the effect of

oil, where this is inconvenient the rubber be oil resistant shock.

3.

The welding or flame cutting of structure in way of mounting location shall

be performed prior to the installation of the resilient mounting.

CONTINUED
Some mountings are designed to be loaded in a specific direction , care
should be taken to ensure that all such mountings are installed to be
loaded in the correct direction.
Bolt designed to be stressed in shear , shall be installed in holes with
minimum clearance.
Sufficient clearance should be provided around equipment installed on
mountings to prevent the equipment from striking ship structure or other
fixed or resiliently mounted equipment.

DESIGN
Determine the center of gravity for the assembly, also dimensions , radius of
gyration& initial location of resilient mounts.
Evaluate the Moment of Inertia through the C.G of the assembly.
Calculate the Dynamic Stiffness of a single mounting.

Translational & Rotational Natural frequencies of the equipment supported

by the mountings.
Maximum Deflections on mounting under shock evaluated and clearances
given accordingly.

Continued
k =( (2*3.14*f)^2)*W/g.. Dynamic stiffness.
Ftr = 6.26 *(k/W)^-1/2 Translational Frequency.
F rot,X = (6.26 * Dy *(k/W)^-1/2)/Rx ..Rot.frequency

APPLICATION
Marine Diesels Engines
Pumps
Compressors
Generators

REFERENCES
PRACTICAL GUIDE FOR SHIPBOARD VIBRATION CONTROL AND ATTENUATION
BY SHIP STRUCTURE COMMITTEE
BARRY MOUNT MARINE DESIGN
A GUIDE FOR TGE SELECTION AND APPLICATION OF RESELIENT MOUNTINGS
TO SHIPBOARD EQUIPMENT REVISED BY FRANCIS F. VANE
QUEENSLAND UNIVERSITY OF TECHNOLOGY
https://eprints.qut.edu.au/26416

THANK YOU