Documente Academic
Documente Profesional
Documente Cultură
By R. M . C a s h m a n , ~ Member
The author discusses the various functions that marine machinery foundations may be
called upon to perform ,and develops theoretical considerations involved in their design.
In addition, specific examples of foundations for the more important ship components are
discussed and illustrated. A section on the attachment of components to foundations
is included. A bibliography of pertinent material available from other sources is attached.
THIS paper was prompted by an apparent lack Recent years have seen rapid evolution of power
of general information on the design of marine plants, with the introduction of entirely new fam-
machinery foundations in teclhnical literature. ilies of machinery components requiring new
Although there are extensive published treat- methods of mounting. Increased emphasis has
ments of specific problems in foundation design, been placed on space and weight saving, to the
no generalized discussion seems to be available. point of rendering post-trial adjustments to ma-
These notes are offered in the hope that they will chinery or structure difficult and expensive.
prove useful in stating typical problems and fur- There is every expectation that this trend u.ill con-
nishing some clues toward their solution. To tinue. Also, there is under way at least one pro-
this end, all additions and revisions reflecting the posed design basis for components which calls for
experience of others in the field will be most wel- some knowledge of the foundation characteristics in
come. advance [1]. 2 Thus it appears that more em-
In practice, the structural designer is usually phasis will be placed in the future on a rational
presented with a machinery arrangement which or analytical approach to foundation design rather
shows the plant components floating in space at than a comparative or rule-of-thumb treatment.
various locations dictated by the needs of machin- It is proposed to outline first the general and
ery contiguity, shaft lines, suction heads, access, specific requirements of machinery foundations.
piping, and so on. I t then becomes his responsi- This will be followed by a discussion of design
bility to tie these objects to the nearest suitable methods and criteria, from both theoretical and
structure in such a manner that they will perform empirical standpoints, to meet these requirements.
their intended functions under all expected operat- Some specific structures will be iIlustrated, with
ing conditions. comments on their design, to show the application
History proves a powerful ally in m a n y of these of these principles. Some of the related theory,
problems. By reference to a previous ship, a solu- which m a y also be found useful in other structural
tion which worked is adapted to the case in hand problems, will be found in Appendixes 1 through 4.
and often works again. Where no precedent can
be found, a solution is invented. In either
Functions of Machinery Foundations
case, the trial trip usually furnishes at least a
partial proof of the design. If excessive vibra- Any structure which supports something has an
tion, thermal misalignment or overstressing is obvious duty to carry the static load, with some
observed, revisions are undertaken at post-trial factor of safety taken from experience. In the
availability. Unfortunately, a single trial m a y case of a shoreside installation it is sometimes
not disclose the effects of fatigue or shock. sufficient to stop there; in mobile platforms
such as ships, however, other factors must be con-
Stress Analyst, Antenna Systems, Inc., Manchester, sidered. If, in addition, the item to be supported
N. H., formerly Assistant Naval Architect (Technical), provides its own thrust or excitation independ-
Hull Engineering Department, Bethlehem Steel Company,
Shipbuilding Division, Quincy, Mass.
Presented at the January 1962 meeting of the New
England Section of THE SOCII~TY Ola'Naval ARCHITECTS 2 N u m b e r s in b r a c k e t s d e s i g n a t e R e fe re nc e s a t end of
AND MARINE ENGINEERS. paper.
723
ently of the mobile platform, a further order of of foundations would result, other important
difficulty is introduced. gains being better protection against casualties
For purposes of this discussion, the loads im- and smoother operation of the machinery plant.
pressed on any machinery foundation m a y be T h e subsequent discussion, accordingly, will
divided into two classes; i.e., dynamic and static. take up the dynamic effects first and in the order
For further simplification, the "static" group will of the foregoing listing.
include periodic loadings which can be treated b y
static theory because their periods are so long Designing For Dynamic Loading
t h a t little or no dynamic response will be evoked
in the system. This leads to the following sum- Vibration of Ship Structure
mary, in which the term loads m a y include forces, Practically all of the difficulties in this respect
m o m e n t s or both : arise from resonance of the foundation-component
system with vibrations impressed upon the ship
Factors Causing Dynamic Loads
by the propellers. Since damping in welded
(a) Vibration of ship structure. structures is very small, it is possible to experience
(b) Vibration of mounted unit. a motion in the mounted component of 20 to 30
(c) . Variable thrust or torque. times the amplitude of the neighboring hull struc-
(d) Shock. ture, if a natural frequency of the local system
Factors Causing Static Loads should happen to coincide with the impressed
frequency. The situation in its simplest form
(a) Deadweight of component.
approaches the resonance diagram for a displace-
(b) Ship motionsin a seaway.
m e n t excitation shown in reference [:3] (page 46).
(c) Gyroscopic reactions of rotating machin-
Resonance is a very unsatisfactory condition
ery.
when precise alignment of machinery is essential,
(d) Thermal deflections.
and m a y induce structural failures through fa-
(e) Steady-state reactions.
tigue, since stress is proportional to the strain
Some past practice in foundation design indi- amplitude of vibration, in this case the relative
cates that, where design criteria have been used motion of the component with respect to the base
at all, they have been based largely on the static of the foundation.
effects, especially in merchant work where classifi- The most common form of propeller-induced
cation society rules contain only brief references to vibration occurs at the so-called blade frequency,
the subject and these are confined largely to main which is the product of R P M and number of
engine and boiler supports. I t is understandable blades. Each blade, as it rotates, passes through
t h a t this should be so, since the static approach is a field of variable wake behind the ship. This
simple in concept and in m a n y cases has produced results in variable forces on the blade, the radial
designs which have given no trouble under dy- components being fed into the ship through the
namic loadings. Furthermore, it has been pos- stern bearings or struts and the longitudinal com-
sible to correct the occasional unsatisfactory de- ponents through the line shafting and thrust bear-
sign after service experience, and the implication ings. In addition, each blade carries with it a
of malfunctions at some later stage of ship life pressure field which impinges upon a given point
are perhaps less important than they would be in of the hull at this same frequency. As would be
naval service. expected, the total effect is more pronounced at
A more rational approach would be to design the immediate stern. However. when the thrust
first for the dynamic factors involved, since any bearing is located on the same foundation as the
one of these m a y surpass the entire list of static main propelling unit, as it is in most current
factors as a design criterion. Some recognition practice, p a r t of this excitation is brought into the
is given to this thought in naval work [2] where midst of the machinery plant. The longitudinal
the design is required to be suitable for all of the pulses are transmitted to the hull through the
dynamic aspects mentioned. I t will not be con- thrust girders directly but also m a y appear as
tended t h a t this approach would eliminate en- vertical disturbances because of tilting of the
tirely the need for post-trial adjustments; how- foundation under the variable thrust.
ever, it should minimize such instances. A In addition to the fundamental blade frequency,
further possible div-idend would be the elimination higher harmonics are sometimes experienced.
of redundant structure and unnecessary weight This is because the wave form of propeller-im-
from certain foundations formerly drawn up pressed vibration is not a pure sine wave and gives
with little or no design analysis. Overall, it rise to Fourier components [31. These are likely
is believed t h a t some decrease in the total weight to be more pronounced in single-screw installa-
<
which will suit all conditions. The underlying
theory is available in [3]; the principal difficulty,
however, lies in assigning values to the masses and
"springs" which make up the system. In con-
nection with the mass of entrained water, /4]
m a y be found useful. Incidentally, one should
not be surprised at the magnitude of water mass
which seems to attach itself to the vibrating sys-
tem; where an appreciable area of ship's bottom TO FOUNDATION
is considered to be in motion, 100 tons is not an i
exceptional figure.
When calculations cannot forecast the natural
frequency within desired limits, or become so in- SYNTHETIC R U B B E R ~
\ , < ,~'
volved as to create manpower problems, it m a y ~ONDED TOALLFAC,E~~,~
be preferable to run a "buml)" test or a forced-
vibration survey on a particular component.
Both procedures have been used with success by
the author's company, the former on small con>
ponents and the latter on larger and more com-
plicated installations. I t has been found that a
portable-mechanical oscillator, weighing consid-
erably less than 1(1(Ilb and driven by a 1-hp motor
with variable-speed control, will supply all the Fig. 2 Typical bonded s p o o l mount
excitation that is needed to identify natural fre-
quencies of the largest components up to 50
cps. The usual procedure is to ,scan slowly over pressure variations ("organ-pipe" resonance) a
the speed range of the oscillator, feeding the pickup potentially destructive situation can exist. Un-
voltages to tape through suitable amplifiers fortunately, the chances of such local resonance
and filters. Resonant frequencies are imme- are difficult to assess in adwmee of installation
diately apparent at the end of each run as salients and totally unexpecte d modes sometimes appear
on the tape record and, if pickups are properly (in one case a fluid system was strongly excited
phased at the beginning of the test, 1node shapes by a three-cylinder redprocating pump at a fre-
can be determined from these records. quency of nine times pump R P M ) .
As in the case of propeller-excited vibrations
Vibration of Mounted Unit delivered by the supporting structure, it is de-
This becomes a problem only where the com- sirable that the natural frequency of the system
ponent supplies an excitation from its own moving be kept away from resonance. In this instance,
parts, either rotational or translational. where the excitation is fed irlto the other end of
Modern balancing techniques dispose of prac- the system, there is additional incentive to do so.
tically all of the eccentricity in rotating electrical The "translnissibility" of tile foundation should
machinery and steam turbines. Where such be kept low so that the vibratory forces from the
a driving unit is coupled to a centrifugal pump, component will not be transmitted, at full value
however, an appreciable excitation m a y exist or better, to the surrounding areas.
because of nonuniform forces on the impeller work- Since the classic method of reducing transmis-
ing in the pumped fluid. sibility is to soften the foundation (which de-
Reciprocating drives of every" kind will bear creases the natural frequency of the system), and
watching because of the inherent periodic forces since it is usually desirable to avoid propeller-
and moments which arise from the inertias of blade frequency by stiffening the foundation,
the various moving parts and the fluctuations in an impasse m a y result front trying to satisfy both
pressure of the driving medium (steam, air or conditions in the conventional way.
gas). Also, if a fluid is being pumped by a re- A solution which has been adopted, notably in
ciprocating piston, fluctuations in both suction the case of submarines where it is of vital impor-
and discharge pressure have been known to cause tance to isolate noise-generating equipment from
serious vibrations. If the configuration of the the hull, is the flexible mount. This takes var-
piping is such as to magfiify the effect of such ious forms, perhaps the most common being the
,
~'Y- N
E L EVATIONI !Y
ELEVATION [i
I
d.~
=====~ ~ :_I
SECTION 5
L
Fig. 5
PLAN
(.Scc.-b,on sirnhar Co Fit. 5)
D-d
Fig. 6
A= I31oge(d) 3 ( D - d ) (23DD2- d ) ] %
g --
D--d Finally, consider a cantilever beam of constant
L depth, Fig. 6, composed only of flanges which
taper in breadth. This, like the previous exam-
and ple, has no physical counterpart but is a useful
fiction. While the notation is slightly different
dx = d + a x
for this case, the approach is the same.
B y a process exactly similar to that used in the Let the breadth taper be designated by a, so
previous example, that
Ad, 2 a --
D--d
5 - (7) L
2
and
P~ = E r x ~,d~ (s) dx = d + a x
dx 2
05
S Appendix2
-o
D Relations Between Natural Frequency and Shock
//\. ~IG. 5, _~ '~2.
Design Number for Elementary Foundation Types
0,4 I ~ i ~ r r i
Fig. 7
Column Mounting (Fig. 8)
2PL 3 Let
(y)o = EtH2(D _ d) 3
W= weight of mounted unit
N = shock design number
I d 2 l o g ~ ( D ) 4- ( D - - d ) ( D 2 - - 3 d ) ] (16) A = sectional area of column
L = length of column as shown in Fig. 8
And for the fictitious b e a m it is &= yield stress of column material
2PL 3 E = modulus of elasticity
(Yl)o -- (17) F . = natural frequency of system in direction
3EtH2A of shock
F r o m which k = stiffness constant of column
(O -- d) 3
A= In an "ideal" foundation, assuming column
3I(D--d)-(D--3d)-k-2 d2 l g ~ ( d ) l stability,
WN
(18) - - = q, (20)
A
Each of the results (6), (12) and (1S) is plotted
in Fig. 7. For tapered cantilevers of all usual where q is slightly greater t h a n uni.ty
proportions, and without violating the limits of Also
accuracy wanted in the solution of the problem at
F, = = -~--. ~- , (21)
hand, a n y of these rather cumbersome expressions
m a y be represented b y the linear function shown
Replacing A in equation (21) b y its value from
on the diagram, whose equation is
equation (20), the weight drops out and
A = 0.7D -t- 0.3d (19) 1 {NEg'y/'
F,, = ~ \ ~ / (22)
where
A = d e p t h (or flange breadth) of a fictitious Putting everything into pound-inch-second units
cantilever b e a m and assuming mild steel, the natural frequency in
D = same p r o p e r t y of real cantilever at cycles per second is
built-in end
d = same p r o p e r t y of real cantilever at free F, = 90 , approx (23)
end
When the free-end deflection is calculated for This puts a numerical value on the product of
DIRECTION
oF s n o o t ~.
and at mid-span of a fixed-ended beam,
~ LINEI~
S T I F: !: E bl ~.~.
!
PLEK PLATE
=/
II
Nomencloture
Fig. 11
TR = rolling period for a complete cycle, port to starboard
and back to port again, sec
OR = nmximum inclination reached by ship, measured on where y is as before b u t x now has the m e a n i n g of
one side of vertical, deg
x = distance of component off eenterline of ship, ft the l o n g i t u d i n a l distance from the center of oscil-
y = distance of conlpol]ent above or below assumed lation.
center of oscillation, ft I n this case H is directed l o n g i t u d i n a l l y b u t V
W = weight of component, lb
R = maximum vector inertia force, lb is vertical as before. H will be small except a t
H = maximum horizontal inertia force, lb high elevations (gun directors, m a s t h e a d radars,
V = maximum vertical inertia force, lb a n d so on) a n d V will be small except for u n i t s at
g = acceleration of gravity, 32.2 feet/see -~
considerable distances from the center of p i t c h i n g
I t is c o n v e n i e n t for, this case to t h i n k of t h e oscillation, which is very near the l o n g i t u d i n a l
rolling m o t i o n as a v i b r a t i o n whose "circular center of flotation in the w a t e r plane.
f r e q u e n c y " is 27r/T~. T h e m a x i n m m a n g u l a r W h e r e periods a n d a m p l i t u d e s are n o t specified,
acceleration will t h e n be the single a m p l i t u d e in the former can be e s t i m a t e d from t h e g e o m e t r y
r a d i a n s t i m e s t h e square of circular frequency, or a n d loading c o n d i t i o n of the ship b u t the l a t t e r
7r 47K-' are u s u a l l y t a k e n a r b i t r a r i l y . T h i r t y degrees of
0~ X - - - - roll and five degrees of p i t c h are c o m m o n l y as-
IS() Tte 2
signed as l i m i t i n g values on the supposition t h a t
a n d J~, the vector i n e r t i a force, will be the nmss of the m a s t e r would be sufficiently concerned b y
the c o m p o n e n t times linear acceleration : t h a t s t a t e of affairs to alter course or take other
action to relieve his ship.
R = lJ~ X O~ 4~r 3 (x'-' + y~.)v.., T h e f u n d a m e n t a l expression for the n a t u r a l
g 180 TR ~ period of a n g u l a r m o t i o n is
or
1.108k
0.0214WOR 0 7 + y~),/~ (a.,~i.) v,
~R 2
where T is the full period in seconds, k is the ra-
R e s o l v i n g this force into its c o m p o n e n t s parallel dius of g y r a t i o n a n d G M is m e t a c e n t r i c height,
to the p r i n c i p a l planes of t h e ship, b o t h in feet; these q u a n t i t i e s r e l a t i n g to r o t a t i o n
a b o u t a t r a n s v e r s e or l o n g i t u d i n a l axis as the case
H - 0.0214W0ey a n d K - O.()2141'VOpx
m a y be.
lit[" 1"j
F o r ships of n o r m a l form a n d p r o p o r t i o n s the
T h e d e r i v a t i o n of i n e r t i a forces due to p i t c h i n g t r a n s v e r s e r a d i u s of g y r a t i o n is n e v e r far from 40
is exactly similar; if T a n d Op represent, respec- p e r c e n t of the beam, so t h a t for rolling m o t i o n s
tively, the full period of p i t c h in seconds and the
0.44B
single a m p l i t u d e of p i t c h in degrees, (G_/I/I) ,/~ approx
f[ = ().l)214WO,y a n d K = (LO214I,VORx
T p" "F . ~ T h e m a x i m u m GA,[ for a n y of the a n t i c i p a t e d load-
Appendix4 J)ec/I -
6Pc
t"
Stiffened Flex Plate
The column stress due to P is P / t , and combin-
An exact analysis of stresses in the flex plate ing all these terms, the maximum stress in the
shown in Fig. 11 would be tedious and would bent portion A B is
still rest on assumptions such as fit of bolts, degree
of rotation of flanges, and so on. The load and e E t / 2 w h -t- dPe q_ P_
deflection diagram idealizes the case for the pur- t2 t
pose of an approximate solution and makes the
following broad assmnptions, which are on oppo- where
site sides of the t r u t h and so tend to neutralize
e = total thermalmovement, in.
each other :
E = modulus of elasticity, psi
(a) All of the bending deflection takes place t = thickness of flex plate, in.
in the unstiffened strip at the bottom. w = width of unstiffened portion, in.
(b) The bolting flange at the top is free to ro- h = height of flex plate, in.
tate. P = vertical unit loading on flex plate, lb/in.
Discussion
L. K. Losee, a Visitor: At the Bureau of Ships we a given range of frequencies, the internal and
are currently making an intensive study of foun- external energies can be equated. The former,
dations and how their design influences the re- under elastic conditions, is proportional to stress
sistance of a ship to the effects of underwater times strain, and hence to stress squared. I t
explosions. is necessary, therefore, to know only the distribu-
M a n y ship structures can hardly be said to be tion of stresses under loadings in the various direc-
designed at all. To design against shock, then, tions. Such a distribution must usually be known
requires first the relationships between loads and or assumed in order to make the static stress cal-
stresses be determined by some reasonably re- culation, so this kind of dynamic loading requires
liable analytical procedure. Once stress calcula- little additional work.
tions replace sheer guesswork as a basis for scant- Unfortunately, the most elementary stress cal-
lings, it is relatively easy to proceed from static culation often presents formidable obstacles.
to dynamic loads. For example, if a step velocity Foundations especially have annoying tendencies
change is used as a measure of the loading, within to be unsymmetrical and atypical. Their design
defies attack by handbook formulas and high-
a Scientific and Research Section (Code 442), Bureau speed computers alike.
of Ships, Washington, D. C. Possibly the most powerful weapon in the