CONSTANTA MARITIME UNIVERSITY

NOISE AND VIBRATION ON BOARD

COURSE
An Introduction to Vibration Aspects of
Two-stroke Diesel Engines i,n Ships
Introduction
The purpose of this paper is to give a
provide a straight-forward description
of the vibration characteristics of two-
stroke low speed diesel engines, and of
countermeasures to be taken in con-
nection with their use in ships.
For those who want to study the subject
in more detail, we refer to our publica-
tion “Vibration Characteristics of Two-
stroke Low Speed Diesel Engines”.
Copies of this publication are available
on request.
First, a number of general terms used
in vibration terminology are explained:
Excitation Sources
An excitation source is the disturbing in-
fluence which generates and maintains
vibrations. This source may be a free
moment, a guide force moment pro-
duced by the engine, the influence on
engine frame and ship‘s structure aris-
ing from the axial vibration of the shaft
system, or the influence on the same
parts from the torsional vibration of the
shaft system.
The excitation sources in a diesel en-
gine are cyclic by nature, meaning that
they vary periodically during the work-
ing cycle of the engine, see Fig. 1.
In order to evaluate the influence of an
excitation source, a so-called har-
monic analysis is performed, by which
an excitation source is represented by a
sum of excitations acting with different
frequencies, which are multiples of the
engine’s rotational frequency.
Mathematically, this is expressed as fol-
lows:
F= F, x co+ + v,) +
F,xcos(Za+~J+....
a= crank angle
qn= phase angles
I I
Fig, 7: internal forces in a crosshead engine
The first contribution Fl cos (a + cp,) is
called the first order force, because it
acts once per revolution.
F2 cos 2 (2~ + cp,) is called the second
order force, as it acts twice per revolu-
tion, and so on.
Natural Frequency and
Resonance
A natural frequency is a character-
istic frequency at which a solid ob-
ject will vibrate freely, if subjected to
an impact. Any system of solid ele-
ments, a violin string, a beam, a shaft
line or a ship, has several natural fre-
quencies, each corresponding to a
certain vibration mode as outlined
below.
Resonance occurs when the frequency
of the excitation coincides with a natu-
ral frequency and, when this happens,
quite high vibration levels can be the
result.
To take an example:
It is planned to install a 4L60MC engine
in a vessel.
Calculations have revealed that avert-
cal hull vibration has a natural frequency
of 3.83 Hz. This corresponds to:
3.83 x 60 cycles/min =
230 cycles/min
If 4L60MC engine runs 117 r/min at
MCR, so obviously there is no risk of
resonance with the first order moment,
as its maximum excitation frequency is:
117 x 1 cycle/min =
117 cycleslmin
The 2nd order moment has an excita-
tion frequency of up to:
117 x 2 cycleslmin =
234 cycles/min
This means that resonance with the
2nd order moment may occur at:
?=115r/min
corresponding to $ sx 100
i 1
which equals 95% load.
Therefore, it is relevant to consider out-
balancing the 2nd order moment in Case
a 4L60MC engine is installed.
1

Fig. 2 shows the deflection line of the
hull for the vibration mode mentioned.
Vibration Modes
A system can have several natural fre-
quencies, each corresponding to a cer-
tain characteristic vibration mode. for
Deflection:
2 nodes
- I
3 nodes
i Description and Examples
Fig. 3: Vibration modes
As can be seen, the upper deflection
mode has two points that do not move,
the lower one has three.
These points are called “nodes”, and
the vibration nodes are called “2.node
vibration”, and “3-node vibration”, re-
spectively.
Also other forms exist, e.g. deflections
in the longitudinal direction, torsional
deflections and combinations of these,
Often the phrase “vibratory response”
is met with: this means the deflection of
the system caused by~excitations on the
system.
Damping
As there is some kind of energy-absorb-
ing friction in all systems, the deflection
will only reach a certain value. This value
will depend on the magnitude of the ex-
citation and damping (Friction) as well
as on the excitation frequency in rela-
tion to the system’s natural frequency.
The magnitude of the damping, which
must be known in order to calculate
stresses and deflections, can be based
on theoretical studies or on experience.
Fig. 4 illustrates the deflection with and
without damping.
The description of excitation sources is
divided into four sections, because the
vibration characteristics of two-stroke
low speed diesel engines are normally
split up into four categories,
Each section gives a basic explanation
of a so-called excitation source in terms
of origin and nature, and describes the
countermeasures to be taken to mini-
mise or eliminate the consequences of
the excitation source.
mplitude
efleclion~
8 Frequency t
excitation
5
.5
r!
1
fig. 4: Deflection curve with and without
damping
The four categories of excitation sources
mentioned are the following, see Fig. 5:
I External unbalanced moments, clas-
sified as 1st order moments (acting
in both the horizontal and vertical
directions) and 2nd order moments
(acting in the vertical direction only),
see Fig. 5
II Guide force moments (see Fig. 5)
Ill Axial vibrations
IV Torsional vibrations
During the working cycle of an engine
there are inertia forces as well as gas
forces acting on the drive train.
The inertia forces are divided into inertia
forces acting on rotating masses and
on reciprocating masses.
The inertia forces acting on rotating
masses are constant in magnitude,
when the engine speed is constant, but
the direction changes
 The inertia forces acting on reciprocating
masses, however, depend on the actual
position of the piston, even though the
engine speed is constant.

The same applies to the gas forces;

they are not constant during the work-
ing cycle.

In order to give a mathematical descrip-

tion of the behaviour of the forces, a har-
monic analysis is normally carried out.

These forces are counteracted by reac-

tion forces in the crankshaft, thus mak-
ing the resultant force equal to zero, but
the external unbalanced moments will
still exist.

I External unbalanced moments

A -Combustion pressure
B -Guide force
C - Staybolt force
D -Main bearing force
1st Order moment vertical 1 cyclelrev
2nd Order moment, vertical 2 cycles/rev
The external moments are known as the
1 st ,order moments (acting in both the
vertical and horizontal directions) and
2nd order moments (acting in the verti-
cal direction only, because they origin-
ate solely in the inertia forces on the
reciprocating masses.
Moments of higher orders exist, but are
normally ignored, as they are very small.

1st order moment

The 1 st order moments acts with a fre-
1st Order moment,horizontal 1 cycle/rev
quency corresponding to the engine
speed x 1.

-
Guide force moment, H transverse Z cycles/rev
Z is 1 or 2 times the number of cylinders
Generally speaking, the 1 st order mo-
ment causes no vibration problems. For
4-cylinder engines, however, ti is recom-
mendable to evaluate the risk because
in rare cases this cylinder configuration
may cause vibration levels of a disturb-

.c-
ing magnitude.

Resonance with a 1st order moment

Guide force moment, X transverse Z cycles/rev may occur for hull vibrations with 2 and/
z= 1,2 1 2 or 3 nodes. This resonance can be cal-
-s culated with reasonable accuracy, and
the calculation for the specific plant will
show whether or not a compensator is
necessary on a given four-cylinder en-
gine.

Resonance with the vertical moment for

fig. 5: External forces and moments the 2 or 3-node hull vibration can be

3

Standard balancing A aft
Balancing reducing
the vertical moment
‘1.
MlV
a
MlH
I
~ Fig. 6: AQusfable counteweights for 1st order moment
I and a 1st order compensator fitted in
i critical, whereas resonance with the ho+
~, zontal moment normally occurs at a
~: higher engine speed than the nominal
because of the higher natural frequency
:‘.,.~.; of horizontal hull vibrations,
1 As standard, four-cylinder versions of
the 50MC and larger engine types are
~ fitted with adjustable counterweights.
For S26MC, L35MC and L42MC adju-
stable counterweights can be ordered
as an option.
~: These counterweights can reduce the
vertical moment to an insignificant value
(although they simultaneously increase
the horizontal moment), so this reso-
( nance is easily dealt with. A solution with
zero horizontal moment is also avail-
able should this be desirable, see Fig. 6.
An example:
A Panama bulk carrier, previously
designed and delivered with a 5-
cylinder engine, was ordered with a
4L90GBE.
The hull girder vibration characteris-
tics had been measured on the “hull
wise” identical sistership and were,
as such, well-known. The engine was
derated from the nominal 97 r/min
to 84 r/min in order to optimise the
propeller. The 1 st order moment at
the derated 64 r/min represents
1,000 kNm vertically as well as hori-
zontally in standard balancing.
As the natural frequency for the ver-
tical 3-node hull girder vibration mode
was approximately 80 cycles/min,
resonance would occur with excita-
tion from the 1st order vertical exter-
nal moment in the normal running
range.
It was decided to adjust the counter-
weights so as to neutralise the vert-
Cal moment, and to accept the in-
creased horizontal moment. If vibra-
tion excited by the horizontal 1 st
order moment would cause harmful
vibration (possible horizontal 2.node
vibration mode), an additional balan-
cing of the engine could be carried
out.
It should be mentioned that 2nd
order moment compensators were
fitted from the start.
Measurements on the trial trip and
with the ship in loaded condition
confirmed a satisfactory vibration
level.
In rare cases, where the 1 st order mo-
ment may cause resonance with both
the vertical and the horizontal hull vibra-
tion mode in the normal speed range
of the engine, the adjustable counter-
weights should be positioned so as to
make the vertical moment harmless,
the chain tightener wheel in order to
neutralise the horizontal moment.
The compensator comprises two
counter-rotating masses running at the
same speed as the main engine crank-
shaft, see Fig. 7.
Experience from actual vibration mea-
surements shows that the aftmost node
in the 2-node horizontal hull vibration
mode is positioned reasonably far from
the compensator in the chain drive.
Since resonance with both the vertical
and the horizontal hull vibration mode is
rare, the standard MAN B&W two-stroke
engine is not prepared for the fitting of

4k
Balancing reducing
the vertical moment
Balancing reducing
the horizontal moment
rotating with the crankshaft
fig. 7: Compensation of Ist order horizonfalmoment
such compensators. If there is a risk of
such resonance, it should be considered
to prepare the engine for the fitting of
compensators.
2nd order moment
The 2nd order moment acts with a fre-
quency corresponding to twice the en-
gine speed. As mentioned earlier, the
2nd order moment acts in the vertical
direction only.
Owing to the magnitude of the 2nd order
moment, it is only relevant to compen-
sate this moment on 4, 5 and B-cylinder
engines, for which reason it is necas-
..
Flc resulting horizontal
compensating force
sary to analyse the situation only on such
engines. Resonance with 4 and 5.node
vertical hull girder vibration modes can
occur in the normal engine speed range.
In order to control the resulting vibra-
tory responses, a 2nd order compen-
sator can be installed.
Experience has shown, however, that
vessels of a size propelled by the
S26MC, L35MC and L42MC engines
are less sensitive to hull vibrations, for
which reason engine-mounted 2nd
order moment compensators are not
applied on these smaller types,
However, should the need for compen-
sators arise, solution (e) as mentioned
below, may be applied.
The calculation of the vibration modes
mentioned above requires advanced cal-
culation systems and is often subject to
a high degree of uncertainty. Therefore,
it is essential that owner, shipyard and
engine builder discuss the question at
the project stage, because later reme-
dies can be very costly.
Several solutions, from which the most
cost-efficient one can be chosen, are
available to cope with the 2nd order vert-
cal moment:
a) No compensators, if considered
unnecessary on the basis of the
natural frequency, nodal point and
size of the 2nd order moment
b) A compensator mounted on the aft
end of the engine driven by the main
chain drive, see Fig. 8
c) A compensator mounted on the front
end, driven from the crank shaft
through a separate chain drive
d) Compensators on both the aft and
fore ends of the engine, completely
eliminating the external 2nd order
moments, see Fig. 9
e) An electrically driven compensator,
synchronised to the correct phase
relative to the free moment, This type
of compensator needs preparations
in the form of an extra seating, prefer-
able in the steering gear room, where
deflections are largest and the
compensator, therefore, will have
the greatest effect, see Fig. 10
Compensation of an external moment
by means of a compensating force is
possible if there is an adequate dis-
tance from the position where the force
is acting to the node of the vibration
(i.e. an excitation force is inefficient
when acting in a node).
5

Compensating moment F2C x Lnode
render M2V harmless
Lnode
fig, 8: 2nd order moment compenstor located on aft end
Moment from compensator
M2C outbalances M2V
Centre line crankshaft
Fig. 9: 2nd order moment compensator located on fore end
I
The counterweights on the chain wheel
produce a centrifugal force which cra-
ates a moment, the size of which is
found by multiplying the force by the
distance to the node.
Due to the positioning of these counter-
weights, the direction of the compen-
sating moment will always be opposite
to the direction of the external moment.
Obviously this method of compensa-
tion, solutions (b), (c) and (e), requires
knowledge of the distance from the po-
sition of the compensating force to the
node in order to choose the correct
compensating force. Such knowledge
may be acquired by calculation, but it
is often necessary to take measure-
ments during the sea trial.
If the node is placed in the same posi-
tion (or close to) the compensating
force, no compensating moment will
be created. Thus, solution (d) must be
applied, because the fitting of compen-
sators on both the fore and aft ends
of the engine form a compensating
moment which neutralises the free mo-
ment. In this case independence of the
node position is achieved, and no know-
ledge of the hull vibrations forms is
necessary.
When placed in the steering gear room,
the electrically driven compensator (e)
has the advantage -compared to the
other compensators (b) and (c) -that it
is not as sensitive to the position of the
node. Such a device does not take up
much room, approximately 1 x 2 x 3 m,
and is driven by an electric motor of
about 15 kW.
More than 70 ships are currently in ser-
vice with the electrically driven compen-
sator and have an excellent low vibration
level.
If compensator(s) are omitted, the en-
gine can be delivered prepared for the
later fitting of compensators. This prep-
aration must be decided at the project
stage or, at the latest, when ordering
the engine.
 II Guide force moments

The so-called guide force moments are

caused by the gas force on the piston,
Compensatiirg moment FZE x Lnode and by inertia forces.
outbalances M2V
When the piston is not exactly in its top
or bottom position, the gas force, trans-
ferred through the connecting rod, will
have a component acting on the crank-
shaft perpendicular to the axis of the cy-
linder. Its resultant is acting on the guide
shoe and, together, they form a guide
force moment, see Fig. 1.

In a multi-cylinder engine, gas and iner-

tia forces and their resultants form a
system of guide force moments con-
taining all orders.

Two kinds of guide force moments exist:

The so-called H and X-moments.

Lnode -I The H-type guide force moment, which

Fig. 10: 2nd order moment comoensation from electrical driven compensator in steer;ng
gearroom
Measurements taken during the sea
trial, or later during service, with diffar-
ent loadings of the ship, will show
whether or not compensator(s) need
to be fitted.
An example:
A 40,000 dwt general cargo ship was
to be equipped with a 6-cylinder en-
gine of the L67GFCA-type. A rough
calculation showed only a small risk
of excitation of vibration from the 2nd
! order external moment of 760 kNm,
but still there was a certain degree
I
of uncertainty.
Discussion between the owner, yard
and engine builder materialised into
an agreement that the engine should
be delivered prepared for later mount-
ing of 2nd order compensators.
Only in cases where the vibration
level would exceed the value given
in IS0 recommendations, should
compensators be fitted.
The measurements showed satis-
factory conditions at fully loaded
ship, but at the specified ballast
condition the level was measured
to 11 mm/set. The IS0 recommen-
dation stated 9 mm/set as being
acceptable.
However, the measurements also
showed that the node or the vibra-
tion (4-node hull girder vibration) was
situated very close to the aft end of
the engine, nearly independent of the
ship’s load.
As mentioned earlier, a compensator
fitted at the aft end would be ineffi-
cient, so only the forward compen-
sator was fitted.
is dominating on engines with less than
seven cylinders, tends to rock the en-
gine top in the transverse direction, see
Fig. 5. The main order of the H-moment
is equal to the cylinder number, i.e. for
a 5-cylinder engine the frequency of the
excitation is 5 times the number of
revolution.
The X-type guide force moment is the
dominating for engines with more than
six cylinders, see Fig. 5. The X-moment
tends to twist the engine in an X-like
shape, and the main order is equal to
half the number. For engines with odd
numbers of cylinders, the main orders
are mostly the two orders closest to
half the number of cylinders, In order
to counteract the possible impact on
the hull from guide force moments, we
recommend the installation of a set of
top bracings between the upper gallery
of the main engine and the hull struc-
ture (casing side). The top bracing can
either be mechanical with frictional con-
nection or hydraulically adjustable, see
Fig. 11 and Fig. 12.
These bracings act as detuners of the
system double bottom and main en-
gine, which means that the natural fre-
quency of the vibration system will be

7
I fig. 17: Mechanical top bracing
increased to such an extent that rason-
ance occurs above the running range
of engine speed and the guide force
moments will, therefore, be harmless,
Measurements on plants in selvice
prove that, with adequately fitted brac-
ings, resonance occurs above the nor-
mal running range.
III Axial vibrations
When the crankthrow is loaded by the
gas force through the connecting rod
mechanism, the arms of the crank throw
deflect in the axial direction of the crank-
shaft, exciting axial vibrations which,
through the thrust bearing, may be trans-
ferred to the ship’s hull.
The dominating order of the axial vibra-
tion is equivalent to the number of cy-
linders for engines with less than seven
cylinders. For engines with more than
six cylinders, the dominating order is
equal to half the numbers of cylinders.
8
fig. 12: Hydraulic top bracing
For engines with odd numbers of cylin-
ders, the dominating orders are mostly
the two orders closest to half the cylin-
der number.
In order to counteract the influence on
the hull from the axial vibration, all en-
gines are equipped with an axial vibra-
tion damper although, for the crankshaft
itself, such a damper is only necessary
on larger cylinder numbers.
The damper is shown in Fig. 13.
An example:
At the introduction of our MC en-
gine series, an axial vibration dam-
per was only standard on engines
with six or more cylinders, where the
damper was needed because reso-
nance with the order corresponding
to the cylinder number would other-
wise have caused too high stresses
in the crankthrows.
Shortly after we experienced a case
in which a 5L50MC engine installed
in an LPG tanker recorded excessive
axial vibration of the crankshaft dur-
ing the trial trip.
A closer analysis of this case re-
vealed that the crankshaft was not
in resonance, and that the situation
was caused by a coupled vibration
phenomenon The crankshaft vibra-
tion was coupled to the engine frame
and double bottom which, in turn,
transferred vibration energy back to
the crankshaft. As a result, both the
whole engine and the superstructure
suffered from heavy longitudinal vi-
bration.
We decided to tackle the problem
from two sides:
An axial vibration damper was retro-
fitted to the crankshaft, and top brac-
ing in the longitudinal direction was
fitted on the aft end of the engine.
 These two countermeasures both influ-
Crankshaft
free end , enced the vibration behaviour of the
crankshaft, the engine frame, and the
superstructure.

The axial vibration damper alone actu-

ally eliminated the problems, and the
longitudinal top bracing alone reduced
the vibration level in the deck house to
below the IS0 recommended values.
With both countermeasures in action,
the longitudinal top bracing had only in-
significant influence.

This incident, together with experience

from some other 5-cylinder engines, led
us to install axial vibration dampers as
standard on all our engines.
Main bearing
support NO. 1
IV Torsional vibration

The varying gas pressure in the cylin-

ders during the working cycle and the
fig. 13: Axial vibration damper crankshaft/connecting rod mechanism
create a varying torque in the crank-
shaft. It is these variations that cause
the excitation of torsional vibration of
the shaft system.

Like the other excitation sources, the

varying torque is cyclic of nature and
can thus be subject to harmonic ana-
lysis.

As explained in the section “Excitation

Source” this analysis makes it possible
to represent the varying torque as a sum
of torques acting with different frequen-
cies which are multiples of the engine’s
rotational frequency.

Abs. max. limit Like other kinds of vibration, torsional

vibration causes extra stresses, which
Barred speed may be detrimental to the shaft system.
range required The stresses will show peak values at
resonances, i.e. where the number of
I - Speed revolutions multiplied by the order of
excitation corresponds to the natural
Resonances !-Normal frequency.

Therefore, the Classification Societies

If the barred speed range is close to normal speed, request that the torsional vibration
this solution can not be used characteristics of the engine/shafting
system be calculated, and they have
laid down limits for the extra strasses.
Fig. 14: Engine located aft and shaftk diameter according to Class Rules

9

Small varying
_ -
torque improved material
fig. 15: Over-critical condition
Two limits exist:
The lower I,:
Determines a stress level which
may only be exceeded for a short
time, i.e. not during continuous run-
: : ning, which means that the propul-
sion plant requires a barred speed
range of revolutions.
The upper limit za:
May not be exceeded at all,
Considering a shaftline of a certain
length, it is possible to adjust its natu-
ral frequency of torsional vibration by
adjusting the diameter. A small diameter
results in a low natural frequency, and
a larger diameter in a high natural fre-
10
ning wheel
quency. Also the introduction of a tun-
ing wheel will lower the natural frequency.
The Classification Societies have also
laid down rules determining the shaft
diameter. It is permitted to increase the
diameter, whereas a reduction will re-
quire the use of a material with a higher
ultimate tensile strength.
For the different numbers of cylinders
the following guidelines can be given
based on our experience:
4-cylinder engines normally have the
main critical resonance (4th order) posi-
tioned above but close to normal revo-
lutions and thus, in the worst cases,
require an increased diameter of the
shaft-line relative to the diameters re-
quired by the class rules in order to in-
crease the natural frequency and
thereby bringing it 40.45% above nor-
mal running range.
For 5cylinder engines the main critical
(5th order) is also positioned close to,
but below, normal revolutions.
If the diameter of the shafting is chosen
according to the class rules, the reso-
nance with main critical will be posi-
tioned quite close to the normal service
speed, thus introducing a barrad speed
range, see Fig. 14. The usual and cor-
rect way to tackle this unacceptable po-
sition of a barred speed range is to mount
a tuning wheel on the front end of the
crankshaftand design the intermediate
shaft with reduced diameter relative to
the class diameter and to use better
material with a higher ultimate tensile
strength. This is called over-critical run-
ning, because the normal speed range
is placed above the resonance, see
Fig. 15.
In some cases, the solution chosen
has been to install a large diameter in-
termediate shaft in order to increase the
resonance to above the MCR. This is
called under-critical running, because the
normal speed range is placed below the
resonance, see Fig. 16.
Besides avoiding a barred speed range,
this solution is characterised by a
rather high varying torque in the shaft
which will induce a rather high varying
thrust, called Torsional Vibration In-
duced Propeller thrust.
For 6-cyknder engines the normal ex-
ecution is a shaftline with a diameter
according to the class rules and, con-
sequently, a barred speed range.
For engines with seven or more cyfin-
der. the excitations are smaller, and a
barred speed range is not normally
necessary.
An example:
A series of tankers equipped with
5L80MCE engines was fitted with a
shaft system of a larger diameter than
 Large vaying torque
increased diameter
and large vajing thrust
related to class rules
when or if resonance is

I - Speed

Normal

Approx. 40-45% of rlmin

Recommended distance
“from resonance”

No barred speed range required

fig, 16: Under-cr;tical condition

required by the Classification Societies had to be strengthened in order to pos-

and had no tuning wheel in order to
avoid a barred speed range. The tor-
sional vibration induced propeller thrust
was approximately 30% of the mean
thrust and, during the sea trial, heavy
longitudinal vibration of the engine frame
as well as the superstructure excited
by the varying thrust was experienced.
As replacement of the whole shaft sys-
tem was considered virtually impossible
(expensive and time consuming), efforts
to restrict the heavy longitudinal vibra-
tion were concentrated on longitudinal
top bracing. After a few attempts it be-
came evident that the steel work of the
deck in way of the fore end of the engine
sess sufficient rigidity. After this streng-
thening had been carried out, the vibra-
tion levels became accedable.
Conclusion
If proper consideration is given to the
vibration aspects at an early stage, the
countermeasures available provide a
good safety margin against potential vi-
bration problems.
It is emphasised that the all-important
issue in these questions is the interac-
tion with the ship, and not the mere
magnitude of the excitation source.

11
Vibration Characteristics
of Two-stroke Low Speed Diesel Engines
Abstract
This paper gives a general introduction
to the vibration characteristics associ-
ated with two-stroke, low speed marine
propulsion diesel engines, and ou#ines
measures t h a t can be taken to counter-
act any adverse influences arising in the
ship.
A few years ago, vibrations were en-
countered in some ships propelled by
engines wtih a low number of cylnders.
These cases led to intensified investiga-
tions of the vibration conditions on board
some of these ships, and prompted a
further careful theoretical investigation
into the vibratory excitation sources.
The vibratory conditions relating to the
coupling betwean torsional vibrations of
the propeller and axial vibrations of the
shaft system, engine and huff wi// be
thoroughly dealt with. These appear es-
pecialy where shaft system diameters
have been increased considerably in
order to avoid a “barred speed range’:
Introduction
Developments in world economy dur-
ing the last two decades have led to
drastic changes in the traditions of the
shipping and shipbuilding industries.
On the technical side, two-stroke, low
speed diesel engines with a low num-
ber of cylinders have become very
popular for the propulsion of ocean-
going ships, mainly on account of their
low instaI!ation and operating costs.
Fig. 1 shows how the number of 4 and
Scylinder engines has increased over
the years at the expense of 7 and 8-
cylinder engines. The same illustration
also indicates how the stroke/bore ratio
and the ratio between mean indicated
pressure and maximum pressure have
developed with the aim of reducing the
specific fuel consumption and reducing
the engine speed, with consequently
increased propeller efficiency.
In the same period, it has bean verified
that constant pressure turbocharging
and uniRow air scavenging are the work-
ing principles which ~provide the lowest
specie fuel consumption of two-stroke
low speed diesel engines.
From a vibration point of view, the
above changes have resulted in certain
vibration characten’stics playing a more
domi- nant role than others. However,
the fundamental excitation principles in
the engine remain the same. The en-
closed reference list refers to some re-
cently published papers dealing with
these subjects.
The concern about vibrations on board
ships most often stems from a wish to
provide comfortable conditions. How-
ever, if not adequately dealt with, vibra-
tions can reach a level which threatens
the safe operation of mechanical and
electronic components and even the
stabilw of major parts of the ship’s steel
structure.
As a major licenser, MAN B&W Diesel
are obviously interested in having as
many MAN B&W engines as possible
installed with the optimum overall cost
efficiency. With rward to vibrations, this
means that the optimum combination
of vibration countermeasures are to be
implemented on every propulsion unit.
According to the authors’ experience,
actual contract conditions have in some
cases prevented the necessary counter-
measures from being taken or have even
caused unnecessary countermeasures
to be implemented.
Terminology
Before undertaking a detailed exami-
nation of the vibration characteristics of
the diesel propulsion plant, it may be
useful to study a simple mass-spring
system in order to recapitulate the ter-
minology used in a discussion of vibra-
tions.
Fig. 2 illustrates the following:
1) Mass-elastic system:
model used to calculate the physical
system comprising masses, spring
and damping elements
2) Excitation:
Forces or moments acting on the
mass-elastic system
3) Mode shape, or vibration modes,
and natural frequency:
A characteristic deflection fom- of the
mass-elastic system and a corre-
sponding characteristic frequency at
which the system can perform sinu-
soidal vibrations once excited, after
which jt is left to vibrate freely
4) Harmonic excitation:
In the case of a periodic excitation, it
is possible to describe the excitation
as a sum of sine functions with dif-
ferent amplitudes, phase angles and
periods (Fourier analysis). The pertods
of the sine functions will be 1, i/Z.
l/3, i/4 _.. of the period for the basic
excitation. These sine excitation com-
ponents are also called the lst, 2nd.
3rd, 4th order harmonic excitations
5) Resonance:
The frequency of a harmonic excita-
tion coincides with the natural fre-
quency of the mass-elastic system.
Depending on the damping of the
system, a considerable magnitica-
tion of the response will take place
at resonance. Magnifications of 5 to
50 times will not be unusual
6) Main critical resonance is the condi-
tion at which the main harmonic
excitation has resonance
Overcritical condition refers to the con-
dition at which the frequency of the
main harmonic excitation is higher than
the natural frequency.
Conversely, undercritical condition
refers to the condition at which the fre-
quency of the main harmonic excitation
is lower than the natural frequency.
1
 Influence of bordstroke ratio

Influence of Pmax ratio

PO
ASKJOC

15,000 EIHP 1979-1992

Fig, 1: Developments in the parameters of two stroke low-sped diesel engines

2
 P. excitation of n’th order:

Pn = Qn sin (m3t + ~“1

Q,: n’th order excitation amplitude

El: engine angular velocity

93: n’th order excitation phase angle

FW”MCy
‘4
‘4,: N*,“ralfrq”e”cy for system I A periodic excitation F can be split into a number
of harmonic orders P,,:
A, (response Of P”. angularfrequency
f *vJwept ‘mm 0 - -,

0 -node natural N
F=C Q,sin(nwtxm)
n=,
M2 ,-node natural

(excitation synth+s)

YW= response of n’th order

X, = A, sin (nti + qr.)

A, = n’th order response amplitude

V” = n’th order response phase angle

For linear system n’th order excitation P,, will give

only n’th order response x,

atural Sub- and super-harmonic response

,quency: Characteristic frequencv for the mass-elastic svstem
Non-linear response of order dierentulan the
‘ode shape: Characteristic “deflection form” in which mass-elastic system responds when excitation order
excited at a frequency equal to the natural frequency
These effects areconsidered in standard torsional
esonance: Where natural frequency coincides with excitation frequency no vibration calculations

Fig. 2: Explanation of vibration terms

3
Excitation - General
Excitations generated by the engine
can be divided into two categories:

1) Primary excitations, which are forces

and moments originating from the
combustion pressure and the inertia
forces of the rotating and recipro-
cating masses. These are character-
istics of the engine as such, and
they can be calculated in advance
and be stated as part of the engine
specification, with reference to a cer-
tain speed and power

2) Secondary excitations, stemming

from a forced vibratory response in a
sub-structure. The vibration charac-
teristics of sub-structures are almost
independent of the remaining ship
structure
Examples of secondary excitation
sources from sub-structures could be
anything from transverse vibration of
the engine structure to longitudinal vi-
bration of a radar or light mast on top
of the deckhouse. Such sub-structures
of the complete ship might have reson-
ance or be close to resonance condi- F;+G+
tions, resulting in considerable dynam-
ically magnified reaction forces at their
interface with the rest of the ship.

Secondary excitation sources cannot

be directly quantified for a certain en-
gine type, but must be calculated at
the design stage of the specific propul-
sion plant.
Primary excitation sources
The primary excitation sources are very
closely connected to the crankshaft/
connecting rod mechanism and the en-
gine process pressure acting through it.
Even though the function of this mech-
anism is simple, it can be difficult to ax-
plain the origin and distribution of its
associated internal/external forces and
moments.
S S’and S”:
Cbnnecting rod force acting on crosshead, equal to connecting rod force acting on
crankpin, equal to force on main beating journals
M I M’ M”and Ml”:
Torque on main bearing journals from combustion pressure forces and inertia forces
T and R:
S, S’ and S”can at the crankpin be given as a sum of a radial component Rand a
tangential component T
Resulting forces on engine frame in vertical direction: C, F I, F “and FJ’
Resulting forces on engine frame in horizontal direction: C and Fi’
Resulting moment on engine frame: M+M’+M”=lx(G+G’+G”)

Fig. 3 shows the forces and moments

of a 1 -cylinder engine. As an approxi-
mation for calculation purposes, the Fig. 3: Resulting forces and moments on the engine frame from one cylinder

4
mass of fhe connecting rod has been
divided into two and concentrated at
the centre of the crankpin and the
centre of the crosshead, respectively.
This means that only inertia forces ac-
ting on two masses, i.e. the reciprocat-
ing mass at the centre of the cross-
head and an equivalent rotating mass
at the centre of the crankpin, need to
be considered.

The gas force P will, through the con-

necting rod, act on the crankshaft with
a torque M, causing an equivalent reac-
tion torque on the engine frame G x I = M.
M and G will contain harmonic excita-
tions of all orders. In MAN B&W’s ex-
perience, only excitations of the 1 st to
16th order need to be considered.

At a certain uniform speed of the crank-

shaft, an inertia force F arises from the
accelerations of the reciprocating mass
M,, and a centrifugal force C acts on
the rotating mass M,: The force F will
contain harmonic excitations of the 1st
2nd, 4th, 6th and higher even orders,
however, normally only the 1st and 2nd
order are taken into account. Force C
will only give 1st order excitation.
For a multi-cylinder engine, Fig. 4. the
firing order will determine the vectorial
sum of the forces and moments from
the individual cylinders.
Distinction should be made between:
External forces and moments, and
Internal forces and moments
The external forces and moments will
act as resultants on the engine and
thereby also on the ship through the
foundation and top bracing of the en-
gine. The internal forces and moments
will tend to deflect the engine as such.
External forces and moments:
. 1st order moments in vertical and
horizontal direction. These are of
equal size in MAN B&W engines with
standard balancing.
. 2nd order moments in vertical direc-
tion. 4th and higher even order exter-
nal forces and moments will exist on
Rg. 4: Forces and moments of a multi-cylinder engine
engines with certain numbers of cy-
linders, however, they will be small
and can be ignored.
l The H-type guide force moment is a
moment between the stationary en-
gine frame and the rotating/oscillat-
ing parts of the engine. From a prac-
tical engineering point of view, it
should be applied to the engine frame
as an external moment.
Internal forces and moments:
It is the responsibility of the engine de-
signer to provide the engine frame with
sufficient stiffness to cope with the in-
ternal forces and moments so that de-
flections and corresponding stresses
can be kept within acceptable limits.
If the engine frame could be assumed
to be infinitely stiff, internal moments
and forces would not be able to give
excitations to the ship’s structure. How-
ever, it is obvious that an infinitely stiff
engine frame cannot be obtained and,
therefore, it is the relative stiffness be-
tween the engine frame and the con-
nected hull structure which has to be
considered.
In MAN B&W’s experience, the internal
forces and moments of 1st and 2nd
order, caused by the inertia forces on
rotating and reciprocating masses, will
not be able to excite vibrations in the
ship.
The X-type guide force moment should,
however, be taken into account be-
cause of its higher excitation frequen-
cies and because it acts on the engine
in one of its less rigid directions, par-
ticularly in the case of engines with a
high number of cylinders.
Secondary excitation soyces
Torsional vibrations
Torsional vibrations of the entire shaft
system are mainly excited by the tan-
gential force T, Fig. 3. Torsional vibra-
tion can, as will be demonstrated in
the next paragraphs, excite vibration in
the hull through the coupling phenom-
ena present in the connecting rod
mechanism and in the propeller.

5

FA FAA
Vibration of blade
section due to
axial vibration
Coupling between vibratory torsional
torque and vibratoty thrust due to
added mass.
FA: Total force on propeller blade
from added mass will be per-
pendicular to the blade, inde-
pendent of vibration direction
F~I: Force component contributing
to added moment of inertia
(entrained water) used in tar-
sional vibration calculation
FAA: Force component contributing
to added mass used in axial
vibrationc&culation
Fig. 5: Torsional vibration induced propeller
I thrust
Torsional vibration induced moments
and forces due to connecting rod
mechanism
~‘,. If a harmonic angular velocity is super-
imposed upon the nonal uniform rota-
tion of the crankthrow, as in the case
of torsional vibrations, this will cause
harmonic forces and moments to occur.
However, due to the connecting rod
mechanism, the reaction forces will not
solely be of the same order as the super-
imposed torsional vibration, but signifi-
cant orders of n-2, n-l, n+l and n+2
will also appear.
One of the best known effects of this is
the (n-2)th and (n+2)th orders in the tar-
gential force T, which are responsible
6
for the so-called sub- and super-har-
monic torsional vibrations. But also ex-
ternal forces F” of (n+l)th and (n-1)th
order will appear for the 1 -cylinder en-
gine, see Fig. 3.
Appendices A, B and C give, as ex-
amples, the values of these sacondaty
forces and moments for relevant tor-
sional vibration condition of multi-cylin-
der engines.
Torsional vibration induced propeller
thrust
The propeller can be considered as a
“screw”, optimized to transform power
from a uniform rotating torque into a uni-
form translatofy moving force, pushing
the ship (the propeller thrust).
With this concept in mind, it is not diffi-
cult to imagine that if a varying compo-
nent is superimposed on the mean in-
put rotational speed (or input torque)
due to vibration of propeller and shaft-
ing, this variation will also appear in the
propeller thrust. An investigation of such
an effect is given in Ref. (2).
Fig. 5 shows that this coupling effect
can be explained partly as an added
mass effect, which is also in accord-
ance with the theory in Ref. (2).
Hydrodynamic forces on the propeller
due to vibration of propeller and shafi-
ing will also be able to set up pressure
fluctuations on the hull surface above
the propeller, which can give rise to an-
noying vibrations.
These phenomena have nothing to do
with the non-uniform wake field.
Axial vibrations
Axial vibrations are excited in the crank-
shaft from the radial force R as well as
the tangential force T, Fig. 3. The before-
mentioned torsional vibration induced
propeller thrust will also excite axial vi-
bration in the shaft system. Axial vibra-
tions will create a reaction force in the
thrust bearing which can be considered
as an excitation source for the rest of
the ship.
Propeller excitations due to
non-uniform wake field
Excitations due to the propeller working
in the non-uniform wake field will be
transmitted to the hull either through the
shaft system as forces and moments or
through the water as pressure fluctua-
tions acting on the hull surface,
lhe forces and moments should also
be considered when calculating the tor-
sional, axial, and lateral vibrations of
the shaft system.
The excitation can be reduced by mod-
ifying wake field and propeller design,
however, this subject is beyond the
scope of this paper.
Vibration Modes, Their
Excitation and Control
The general excitations listed in the pre-
vious section and the vibration modes
on which they act will be discussed
theoretically and illustrated by relevant
examples in this section. Furthermore,
available countermeasures will be dis-
cussed.
Torsional vibrations
The control of torsional vibrations is of
vital importance for the propulsion
plant because excessive vibration of
this kind can lead to damage or even
fracture of the crankshaft or the propul-
sion elements, such as intermediate
shafts, propeller shaft, gears and flex-
ible couplings.
This is also the reason why the classifi-
cation societies, since the early days,
have required calculation and verifica-
tion by measurements for this kind of
vibrations.
The classification societies prescribe
two limits, T, and T*, for the torsional
stress in the speed range up to 80 per
cent of MCR, see Fig. 6.
At engine speeds where the lower limit
7, is exceeded, it will be necessary to
 Solution A Solution B

Rg. 6a and 66: Different shaft systems for a 5L7OMC engine


i fig. 6~: Different shaft systems for a 5L7OMC engine
introduce a “barred speed range” in
which continuous operation is pro-
hibited. The upper limit me must not be
exceeded. Above 80 per cent speed
only limit 7, is applicable.
lhe following propulsion systems and
their torsional vibration characteristics
will be treated in the following:
1) Engines with 4, 5 and 6 cylinders,
directly coupled to the propeller
2) Engines with more than 6 cylinders,
directly coupled to the propeller
3) Engines directly coupled to the
propeller and with a small power
take-off
4) Engines with a large power take-off
and the possibility of disconnecting
the propeller
Engines with 4,5 and 6 cylinders
With the conventional aft end engine in-
stallation, the torsional characteristics
of these engines are dominated by a
resonance of the 1 -node torsional vi-
bration mode excited by the harmonic
order equal to the cylinder number (Le.
5th order 1 -node resonance in case of
a 5-cylinder engine, referred to as main
critical resonance).
This resonance will normally occur some-
where in the middle between minimum
and maximum speed of the engine,
mainly depending on the lengths and
diameters of the shaft system (i.e. total
torsional flexibility of shaft system be-
tween propeller and engine).
The response at resonance will lead to
torsional stresses in the shaft system
which have to be compared to the limits
stipulated by the classification society
in question. The magnitude of the res-
onance stresses will depend on the ex-
citations and the damping of the system.
Generally, it can be said that the excita-
tion increases with increasing engine
speed. The system damping will depend
on the ratio between moment of inertia
for propeller and engine, the damping
of the propeller, and the presence of
possible torsional vibration dampers.
Figs. 6 and 7 illustrate three possibil-
ities A, B and C, which are relevant for
the “layout” of the shafting system for
a &cylinder engine directly coupled to
the propeller, but which have widely dif-
ferent torsional vibration conditions.
Solution A is characterised by a rela-
tively flexible shaft system. The material
strength has been increased in order to
reduce the diameter of the shafts, thera-
by making them even more flexible. A
tuning wheel has been mounted on the
front end of the crankshaft to increase
the ratio between engine and propeller
mass moment of inertia, resulting in
higher damping in the system. The res-
onance will occur below engine MCR
speed (over-critical).
The torsional stresses will be below the
F-limit, but above the 1 -limit, with a
oarrea speea range as a consequence.
Solution E is characterised by a rela-
tively stiff shaft system, e.g. due to the
short distance between propeller and
engine or due to implemented stiff
shaft elements such as shrink-fit coup-
lings, oil distribution box to CP-propel-
ler and ice class requirements on shaft
diameters. This has brought the main
critical resonance relatively close to
MCR, and the resonance stresses will
exceed the upper limit 2 prescribed by
the classification society. In this case
there will be four possibilities:
1) Mounting a torsional vibration damp-
er of appropriate size which will re-
duce stresses to below the 2 limit,
and the plant will have a barred
speed range
2) Mounting a torsional vibration damp-
er of appropriate size which will re-
duce stresses to below the 1 limit,
and the plant will have no barred
speed range
3) Increasing shaft diameters in order
to move the main critical reso-
nance to above MCR (solution C)
Frequency
wm
Solution C
600
400
Engine speed 5L70MC
? 7: Engine speed versus excitation frequency. Natural frequencies for 1 -node torsional
ng.
vibration modes art? indicated for solutions A, E and C. Optimum positions of natural
frequency of PTO systems indicated by shaded areas
4) QPT (Quick Passage through a
barred speed range Technique) for
CPP-installation, Ref. 12
The procedure can be described as
follows:
a. The carrying out of ordinary
torsional vibration calculations in
maximum pitch condition
b. The carrying out of ordinary
torsional vibration calculations in
minimum pitch condition using
rather pessimistic propeller
damping values
c. The establishment of a simulation
model of ship/propeller/shafUng/
engine/governor which, in the
barred speed range during steady
state operation, Fig. 8 (upper
part), gives results coinciding
with the results of the ordinary
torsional vibration calculations
Excitation order
6th /
rImin
*
’ 100 120 140
d. The simulation of engine starting
and stopping with rapid passage
through the barred speed range,
Fig. 9 (upper part)
e. The evaluation of stresses in the
barred speed range based on
results of the start and stop test
simulations for rapid passage
through the barred speed range
In order to ensure the rapid pas-
sage through the barred speed
range, a so-called “critical speed
unit” should be installed. This
unit operates on the speed set-
ting signal in such a way that
automatic rapid passage through
the barred speed range is ob-
tained when the engine is ope-
rated via the bridge manoeu-
vring system, as well as when
operating from the engine con-
trol room
9
 Calculation Simulation
Start of simulation I< Steady state >I kNnl
(~ 1
818

Tinw sec.
Time I sec.
I
Measurement
r Calculation
Enlarged time scale
I I
I Toraw t t
ki4m I I

1227

818
1
409
D

- 409

- 818
.
I 0

1
\ Fig. 9: Comparison between simulated and measured torque in
I the intermediate shaft during starting of main engine and passage
Measurement through thebarred speed range (minimum propeller pitch). (As an
! example, a 5L5OMC engine is used)

Solution C is obtained by increasing the

diameter of shafts until the main critical
resonance is positioned approximately
40-45 per cent above the nominal
speed (undercritical). Due to the large
shaft diameter (large moment of resist-
ance), only moderate torsional stresses
appear even though the varying torsional
torque in the shaft is high.

0.0 is i.0 i.5 2.0 Soletjon C is chosen either as an un-

Time sec. avoidable consequence tor a very
short shaft system or because the ship-
.I. .,I .~.~
i fig, 8: Simulated steady state torque and measured torque at mini- owner nas speclrlea mar me sn,p musr
~1 mum pitch. (As an example, a 5L5OMC engine is used) not have any barred speed range.
Besides avoiding a barred speed range,
solution C is characterised by a rather
high varying torque in the shaft which,-
as already explained, will induce a rather
high varying thrust, called torsional vi-
bration induced propeller thrust.
It should be mentioned that under ad-
verse conditions the varying thrust can
reach levels of up to 50% per cent of
the mean thrust, which is far above
what a propeller designer would accept
as an excitation from the non-uniform
wake field.
Of the three alternatives, A will normally
involve the lowest cost. Solutions A, B
or C cannot be directly related to a
specific engine type, only detailed tor-
sional vibration calculation at the design
stage will reveal the optimum solution.
Trends in the choice and feasibility of
the solutions can be summarised as
follows:
4-cylinder engines:
Solution A:
less feasible -not very common
Solution B:
feasible -not very common
Solution C:
feasible -very common
5-cylinder engines:
Solution A:
feasible -very common
Solution S:
feasible -not very common
Solution C:
feasible -common
6-cylinder engines:
Solution A:
feasible also without tuning wheel -
very common
Solution B:
feasible -not very common
Solution C:
not feasible
Engines with 7 or more cylinders
For such engines, the 1 -node main
critical resonance is not normally impor-
tant, because it will occur close to or be-
low the minimum speed of the engine.
Furthermore, the 7th order or higher
order excitations of the torsional vibra-
tion are considerably smaller than the
4th, 5th and 6th order, which means
that barred speed ranges are not nor-
mally required.
However, the Z-node torsional vibra-
tion mode (one node in the crankshaft)
begins to be important and needs at-
tention.
Major resonances for this vibration mode
should be avoided close to MCR. Small
torsional vibration dampers might be
relevant.
Engines with small power take-off
It has become very popular to connect
a power take-off (PTO) to the crank-
shaft or propulsion shaft system. Some
years ago, also exhaust gas driven
power turbines were introduced, de-
livering their power to the propulsion
shafting power take-in (PTI). A common
feature of both the PTO and the PTI is
that they are connected to a gear sys-
tem which needs protection from the
relatively high torsional excitation from
the crankshaft.
In the MAN B&W standard designs, the
PTO and PTI are mounted on the fore
end of the crankshaft, as a compact
unit, and the protection is obtained by
installing an elastic coupling between
the propulsion shafting and the above-
mentioned gear.
Normally, when the PTO/PTI represents
a power of less than 10 per cent of the
main engine power, the vibration modes
of the PTO/PTI system will not influence
the vibration modes of the propulsion
shaft system. This means that the main
propulsion shaft system can be de-
signed and determined regardless of
whether a PTO/PTI is to be installed
later on.
As a “rule of thumb”, the lowest natu-
ral frequency of the PTO/PTI mass-
elastic system should not be higher than
75 per cent of the frequency corre-
sponding to the main engine speed.
This will give low torsional loads in the
PTO system due to the fact that over-
critical vibration condition is obtained
for all harmonic excitations from the
main engine at MCR, see Fig. 7.
Engines with large power take-off
Certain types of ships, such as ferries,
cement carriers and shuttle tankers,
have operating conditions that require
high auxiliary power, simultaneously
with propulsive power. This has been
met by controllable pitch propellers
combined with relatively large power
take-offs comprising clutches, elastic
couplings, gears, generators and/or hy-
draulic power packs.
The torsional vibrations of such installa-
tions are very complex, and need care-
ful investigation dun’ng the design stage.
The design philosophy with respect to
torsional vibrations in a power take-off is:
l The elastic couplings are necessary
to facilitate alignment and to protect
the gears from the high frequency
torsional excitation of the main en-
gine. Such excitation may, in combi-
nation with backlash, produce harm-
ful vibration in the gear
l The elastic coupling, or couplings,
should be sufficiently flexible to en-
sure a natural frequency in the PTO-
system of either approx. 1.5 times
the mainengine speed, or below
0.75 times the main engine speed,
see Fig. 7. This will give main critical
resonances in the PTO-system (4th,
5th and 6th order) at very low speed
or even below the minimum speed.
Furthermore, the 1 st and 2nd order
excitation, which becomes dominant
in case of misfiring, will have reson-
ance away from the nominal speed.
Such tuning of the natural frequen-
cies will normally require very elastic
couplings
11

Shafting system
Mass-elastic system
kg. 10: Mass-elastic system for axial vibration calculations. Axial deflections of O-node and
l-node mode shape
The combination of low natural frequen-
cy and high moment of inertia in the
PTO-system will require special facili-
ties in the engine governor if insta-
bilities in the system are to be avoided.
Axial Vibrations
Axial vibrations are longitudinal shafting
vibrations. Fig. IO shows the mass-
elastic system used for axial vibration
calculations and the mode shapes of
the two lowest modes which are of re-
levance.
MC engines with more than six cylin-
ders will have main critical resonance
with O-node vibration mode below
MCR speed. For 4,5, and 6-cylinder
engines, the main critical resonance
will occur outside the normal speed
range. However, for 5cylinder S-MC
and 6-cylinder K-MC, L-MC, and S-
MC engines, the main critical 5th and
6th order resonance, respectively, will
be situated very close to MCR speed.
The 1 -node vibration mode is normally
of less importance. Its natural frequen-
cy is determined by the mass and stiff-
ness of the entire shafting system. Espe-
cially the stiffness of the thrust bearing
and its support is very decisive.
12
Normally, the natural frequency is so
high that no dynamic amplification of
this mode will occur.
Axial vibrations are excited by:
. Radial and tangential components of
the combustion pressure and mass
forces in the individual cylinders. The
fact that the pmaJPe ratio of modern
engines has increased considerably
(see Fig. 1) means that especially the
radial components of orders higher
than the 4th order have increased
. Propeller excitation of the blade fre-
quency and multiples hereof from the
non-uniform wake field
Excitations caused by responses from
other vibration modes, such es:
1) Torsional vibration induced propeller
thrust, the magnitude of which de-
pends on how the torsional vibra-
tions (see Fig. 6) are situated. This
excitation may initiate heavy varying
forces in the thrust bearing
2) Coupling of torsional vibrations of
the crankshaft to responses in the
axial direction (mechanism: twist of
crankshaft will cause axial deflection).
This coupling depends on the geom-
etry of the crankshaft and is found
where pronounced torsional re-
sponses exist. For engines with a
relatively low number of cylinders, it
will almost exclusk&y be found in con-
nection with barred speed ranges
For the following reasons, the axial vi-
bration damper is standard for a// cylin-
der numbers of MC engines:
l First and foremost, the axial vibration
amplitudes are to be kept below a
certain level to protect the crankshaft
against too heavy extra stresses
caused by axial vibrations. For this
reason, MC engines with six or more
cylinders are provided with an axial
vibration damper
l The second reason for installing an
axial vibration damper is to be able
to control varying forces in the thrust
bearing, which may excite the hull
structure. In order to control these
varying forces, 4 and 5-cylinder en-
gines are also provided with an axial
vibration damper
The axial vibration damper effectively
reduces the varying forces generated
in the crankshaft and acting on the
thrust bearing. The varying forces orig-
inating from torsional vibration induced
propeller thrust are, on the other hand,
left practically unaffected by the axial vi-
bration damper.
Fig. 11 shows measurements of the
varying thrust in the intermediate shaft
of a 4L60MCE engine with an active
axial vibration damper. The figure shows
the thrust originating from the 8th order
1 -node torsional resonance and the
4th order flank. With an inactive dam-
per, the magnitude of the varying thrust
is the same.
For plants on which the torsional vibra-
tion induced propeller thrust is negli-
gible, it will still, despite the use of an
axial vibration damper, be necessary to
 predetermine the varying force in the
thrust bearing. The damper will leave a
varying force in the thrust bearing of a
magnitude corresponding to the static
deflection of the crankshaft caused by
the mass and gas forces. On account
of the evolution in the pmJpe ratio of
modern longstroke engines, especially
the radial components of these forces
have increased, resulting in a consider-
able static deflection of the crankshaft.

The above shows that the axial vibra-

tion and related torsional vibration
problems should be solved at the de-
sign stage of the ship through cooper-
ation between the engine builder and
the shipyard. Especially the force in the
thrust bearing should be determined in
each individual case by combining the
forces from the torsional vibration in-
duced propeller thrust, the forces from
axial vibrations of the crankshaft, and
the forces from coupled axial and tor-
4L6OMCE thrust-variation sional vibrations in the crankshaft.
86.111 dmin
In order to be able to present solutions
to such cases, MAN B&W use a com-
(W puter program including FEM (Finite
mo Element Method) based crankshaft
models (Fig. 12) which allows the firing
order, crank throw geometry, and bear-
ing stiffnesses to be represented. It also
allows the model to be excited directly
by the tangential and radial forces ac-
tingon the crankpins, Fig. 13.

An example:
When designing the shafting for a 5-
cylinder engine, a choice can be made
between an overcritical layout, i.e. using
small diameter shafts and, if neces-
sary, a barred speed range, or an under-
critical layout, i.e. the use of large diam-
eter shafts and no barred range.

20 The reason for the interest in Scylinder

engines is that many of these installa-
0 tions are apparently designed for under-
0 ,5 10 15 20 25 30 35 40 45 50 critical operation without sufficient
4L60MCE thrust-variation (Hz) allowance being made in the hull struc-
60-W r/min ture for excitations from the thrust
bearing originating from axial vibrations
and the vibrations coupled to them.
Fig. 11: Torsional vibration induced propeller thrust measured in the intermediate shaft ofa
4L60MCE engine. Response of 8th order 1 -node torsional resonance and 4th order flank is
seen

13

fig. 12: Half crantihrow FEM-mode/led in
order to cauy out vibration and stress ana-
lysis. Complete crankshaft is mode/led from
this half w&throw by the dedicated sys-
tem HIFINEL-CIWNK
To illustrate the issues with, in particu-
lar, undercritical operation, it will be
necessary to recapitulate some conclu-
sions relating to torsional vibrations in
the two layouts.
The aspects of the undercritical layout
are illustrated in Fig. 14, upper. At MCR,
the 5th order l-node torsional vibration
resonance is situated above MCR. The
5th order O-node torsional vibration
mode, normally referred to as irregu-
larity, can be considered as over-criti-
cal. Thus it can be assumed that the
torsional amplitude on the propeller is
a sum of the two contributing torsional
amplitudes.
When passing through a resonance,
Fig. 14, lower, the phase of the pertain-
ing amplitude is changed 180 degrees.
Accordingly, when the shaft system lay-
out is overcritical at MCR, relative to
both the 5th order 1 -node torsional
14
fig. 13: Crankshaft model
mode and the O-node torsional mode,
the conditions in Fig. 14, centre, are ob-
tained. The torsional amplitude on the
propeller is the difference between the
two contributions. As these are typical-
ly of the same magnitude, the resultant
propeller amplitude at MCR is small com-
pared with that of an undercritical lay-
out.
In the case of undercritical layout, the
resonance at the main critical order (in
this case 5th order) should be situated
40-45% above MCR. Measuring re-
sults on the thrust bearing of a 5L70MC
confirm the calculations of the 5th order
varying thrust. Depending on propeller
and shafting, values of +200 to +400
kN have bean found at MCR.
Corresponding values for the 5th order
varying thrust on the thrust bearing,
when having overcritical layout, are
typically 60 to 100 kN.
Degree of freedom
For a shafting design where the main
critical is situated below but rather
close to MCR, and a torsional vibration
damper is used to control the stress-
levels (Fig. 6, solution B), the result will
be a relatively high torsional amplitude
at the propeller. This will give a signifi-
cant contribution to torsional vibration
induced propeller thrust.
The FLS-M vibration compensator, Fig.
15, has been successfully applied as a
so-called thrust pulse compensator in
order to reduce the torsional vibration
induced propeller thrust on 5-cylinder
engines that are coupled to large-
diameter shafting.
The thrust pulse compensator counter-
acts the varying thrust from a position
on a foundation on the tanktop close
to the thrust bearing; Fig. 16, of a
5L60MC engine.
 Under-critical running
Propeller: 5th order response of O-node and 1 -node adds at MCR

EE[,,er

free end

n n
8

Over-critical running
Propeller: 5th order response of O-node and 1 -node subtract at MCR

Engine Propeller
free end

A: AC Servomotor
Phase change due to passage of natural frequency B: Gear wheels
Propeller amplitude (torsion) for 5 cylinder engines C: Flyweights

fig. 14: Torsional response for 5cylinder engines shown in order to illustrate torsional fig. 15: FLS-M Vibration compensator
vibration induced propeller thrust
Upper : situation when running under-critical
Centre: situation when running over-critical
Lower : phase change when passing through a resonance

1
 Fig. 17 outlines the results of vibration
measurements at the wheelhouse level
of the superstructure in the longitudinal
: direction. It is seen that with the opti-
~ mum phase of the counterweights of
I the thrust pulse compensator, a reduc- fig. 17: 5LtiOMC. Measurements at 92 r/mn at the wheelhouse in
~ tion of the vibration level with a factor longitudinal direction
‘,; of 8-10 is obtained.

:~‘:T’~.~ External Forces and Moments
The entire ship forms a mass-elastic
system, with natural frequencies and vi-
bration modes. The horizontal and ver-
~ tical bending modes of the hull girder
and the corresponding natural frequen-
ties can be calculated. Determination
of vibration modes with 4, 5 and more
: nodes requires comprehensive calcu-
:: lating procedures, whereas modes
1 with 2 and 3 nodes can be calculated
I by more simple procedures.
In order to obtain the correct decision
basis at the engine contract stage, in-
formation about these vibration modes
should be available, as this will make it
possible to decide the measures to be
taken to control the responses from
these vibration modes.
Hull girder vibration modes are excited
by forces and moments acting on the
hull girder, Fig. 18. Excitations of hull
girder vibration modes originating from
the engine are external forces and mo-
ments generated by the inertia forces
of unbalanced rotating and reciprocat-
ing masses.
For MAN B&W engines, the external
forces can -for all practical purposes -
be considered to be zero, due to their
small size. Normally, only the external
moments of 1st and 2nd order need to
be considered. However, modest mo-
ments of other orders exist; an example
is shown in Appendix A.

f=Fsin(qwt+v$
Jewantinodes (translatory deflection):
dear nodes (angular deflection):
fig. 18: Excitation of the hull girder modes
Characteristics of mode shapes and their excitations
According to 1st and 2nd order external moments in layout point LI
fig. 19: Power related unbalance for the MC engines
Defined to judge the size of the external moments
1 st order moments act in both the veni-
Cal and horizontal directions. For MAN
B&W engines with standard balancing,
these moments are of identical magni-
tudes.
For engines with five cylinders or more,
the 1 st order moment is very rarely harn-
ful to the ship. However, with 4.cylinder
engines, precautions need to be con-
sidered.
The 2nd order moment acts only in a
vertical direction Precautions need only
Forces excitation, F, gives forced responses
be considered for 4, 5, and 6-cylinder
Moment excitation, M, gives forced responses engines.
To judge the size of the external mo-
ments, the so-called Power Related
Unbalance (PRU) has been defined,
Fig. 19.
On 4-cylinder engines, the 1 st order
moment is controlled in the following
way:
l standard:
adjustable counterweights
0 1 st order
- 2nd order l option:
1
301 1 st order moment compensator
Compensator most likaely
Resonance between the vertical mo-
ment and the 2-node vertical hull gir-
der mode may often be criiical, where-
as the resonance between the horizon-
tal moment and the 2-node horizontal
20( hull girder mode normally occurs at en-
i t gine speeds higher than nominal. As
Com!xnsator likelv t standard, 4-cylinder engines are fitted
with adjustable counterweights. as illus-
trated in Fig. 26. These counterweights
reduce the vertical moment to an insig-
nificant value (although simultaneously
increasing the horizontal moment); thus,
this resonance of the 2-node vertical
hull girder mode is easily dealt with.
In rare cases, where the 1 st order mo-
ments will cause resonance with both
the vertical and the horizontal 2-node
hull girder mode in the normal speed
range of the engine, a 1 st order moment
compensator, as shown in Fig. 21, can
be introduced in the chain tightener
wheel, reducing the horizontal 1 st order
moment to a harmless value. The com-
17
 Standard balancing
Balancing giving
reduced MW
reduced MIH
Fig. 20: Adjustable counterweights for 1st order external moment
control
pensator comprises two counter-rotat-
ing masses, rotating at the same speed
as the engine is running.
Since resonance with both the vertical
and the horizontal hull vibration modes
is rare, the standard engine is not pre-
pared for the fitting of such compen-
sators
Resonance between the 2nd order ver-
tical moment and the 3,4, and 5.node
hull girder vibration modes are possible
in the normal running range of the en-
gine, Fig. 22, upper. In order to control
the resulting vibratory responses, a
second order compensator can be in-
stalled on 4, 5, and 6.cylinder engines.
Several solutions, from which the most
cost-efficient one can be chosen, are
18
Fig. 21: Compensation of 1st order external moment
available to cope with the 2nd order
vertical moment:
a) No compensators, if considered un-
necessary on the basis of the natural
frequency, nodal point, and size of
the 2nd order moment
b) A compensator mounted on the aft
end of the engine, driven by the main
chain drive, Fig. 22
c) A compensator mounted on the
fore end, driven from the crank-
shaft through a separate chain drive
d) An electrically driven compensator,
synchronized to the correct phase
relative to the free moment. This
type of compensator requires an
extra seating to be prepared,
preferably in the steering gear room
where deflections are largest and
the compensator therefore has the
greatest effect
e) Compensators on both the aft and
fore ends of the engine, completely
eliminating the external 2nd order
moments, Fig. 22
Solutions (b), (c) and (d) are force gene-
rating compensators, which are ineffec-
tive if they are placed in a node of the
actual hull girder mode, but effective if
they are placed away from the node,
i.e. close to an antinode.
If the node of the critical hull girder
mode is situated close to the engine,
solutions (d) and (e) should be con-
sidered.
 Frequency of engine moment
MZV = 2 x engine speed
Statistics of tankers and
bulk carriers
in the actual power range
fig. 22: Compensation of 2nd order vertical external moment. 3, 4 and 5.node vertical hull
girder mode should be considered
cpm cpm Natural frequency vertical hull vibrations
Expected node position
n u
/I ! r-1 /
20,000 40,000 60,000 60.000 dwt
FD: Compensating force of
elcectttcally driven compensator
FB: Compensating force of
compensator in the main chain
drive
M2V: 2nd order external moment to
Compensating moment be outbalanced
FDL!K!L M2V
Lc node FB = Lg node
As LB node is given with greater relative
uncertainty than Ls node, Fo can be
-determined more precisely than Fe
fig. 23: 2nd order moment balancing.
SensWW of force generating compensators
due to the node position
If placed in the steering gear room, the
electrically driven compensator d) has
Moment from compensator the advantage -compared to the other
compensators (b) and (c) -that it is not
as sensitive to the positioning of the
node, Fig. 23.
If compensator(s) are omitted, the en-
gine can be delivered with preparation
for the later fitting of compensators. This
preparation must be decided at the con-
tract stage of the engine. Measurements
taken during the sea trial, or later dur-
ing service with special loadings of the
ship, will show whether compensator(s)
have to be fitted or not.
19
In addition to these above discussed
external forces and moments, there H - mode X mode L - mode
are also secondary external forces and
moments,originating from torsional vi-
brations. An example concerning an
8S60MCE is given in Appendix A. Sec-
ondary external forces and moments
originating from torsional vibrations are
mainly of higher order and will be ca-
pable of exciting local vibration modes.
These secondary forces and moments,
which have not so far been reported
as a source of vibration, should be con-
sidered at the design stage. They will
appear as a result of thorough torsional
vibration calculations.

Engine Structure and

Double Bottom Vibrations fig. 24: The three major modes of the engine column structure, H, X and L-mode

The vibration modes of the engine

frame are part of more comprehensive
f 0.61 mm
vibration modes in the aft end of the I- 1
ship. There are three major modes:

1. H-mode:
Transverse vibration mode with anti-
node at the engine top level.
In-phase amplitudes from the first
cylinder to the last cylinder, Fig. 24

2. X-mode:
Transverse vibration mode of
engine top where the foremost part
II i J

and the aftmost part of the engine

are 180 degrees out of phase,
having node at the centre part of
the engine, Fig. 24
II L,

L2
3. L-mode:
Longitudinal vibration mode with
anti-node at the engine top level,
Ls
i oooooc
L6
Fig. 24

The natural frequencies of these vibra-

tion modes are to a large extent deter-
mined by the stiffness of the seating and
the double bottom on which the engine
is installed. Fig. 25 shows the mea-
sured mode shape of a longitudinal
double bottom engine column vibration
mode for a 5L80MCE engine. It appears
that the majority of the elastic deforma-
tions
. occur in the double bottom. The
natural rrequency 1s tneretore mainly fig. 25: Longitudinal double bottom engine column vibration mode measured on a
determined by this structure, as the en- 5LBOMCE engine. Main critical 5th order has resonance in the running range

20
gine as such, compared to the double
bottom, has a much greater stiffness.
A similar example could be given for
the H-vibration mode.
H and X-modes are excited by guide
force moments of the H and X-types,
Fig. 4. The primary values of these
guide force moments can be calcu-
lated for each engine type on the basis
of its gas and mass forces. This kind of
excitation is inherent in all engines.
Secondary values of the H and X-type
guideforce moments originate from tor-
sional vibrations and will, therefore, be
different for each installation, even for
the same type of engine. Appendix B
shows primary and secondary values
of guide force moments for a 5L70MC
engine with two different shafting lay-
outs. It is seen that the secondary
values are moderate.
The guide force moments of an 6S6OMC
engine for two alternative firing orders
are given in Appendix C. In this case,
values for the guide force moments
originating from the Z-node torsional
mode are noticed.
L-modes are excited by secondary phe-
nomena only, i.e. installation depend-
ent forces. The example in Fig. 25
shows a case where the L-mode shape
is excited mainly by varying forces in
the thrust bearing initiated by torsional
vibration induced propeller thrust.
Another source of excitation is varying
forces in the thrust bearing caused by
axial vibrations of the crankshaft.
H and X-vibration modes are tradition-
ally controlled by bracing the engine
top to the hull structure so as to obtain
resonances with the critical orders situ-
ated above the relevant speed range,
thus detuning the system. In order to
obtain a sufficient detuning effect, i.e.
to bring certain resonances with critical
orders above the relevant speed range,
stiffness requirements are specified for
the attachment of the bracing to the
engine room structure.
We have experienced some cases
where a proper detuning effect was not
obtained, even though the stiffness re-
quirements had been fulfilled: In this con-
nection, it is relevant to bear in mind
the development during the past ffieen
years, see Fig. 1. Today an engine with
a specified output typically has fewer
cylinders and is considerably higher than
previous engine types, i.e. the height/
length ratio is different. To cope with this
development, classification societies
and shipyards should consider revising
their requirements to the double bot-
tom design.
For two reasons, L-vibration modes
have attracted increasing attention:
l The excitation of the thrust bearing
has increased
l The L-mode has in many cases
become resonant with the main criti-
cal order in the relevant speed range
(example: see Fig. 25). This is the
most important reason and, again, it
is suggested that the requirements
to the double bottom design should
be reconsidered
In certain cases, longitudinal top brac-
ing has been introduced in order to de-
tune critical orders and the natural fre-
quency of the L-mode. By means of
this arrangement, vibrations in the lon-
gitudinal direction have been reduced
to a satisfactory level.
Where axial vibrations of the crankshaft
are the main source of excitation, the
longitudinal vibration levels can also be
reduced by means of an axial vibration
damper.
As mentioned earlier, L-mode excita-
tions are of a secondary type. This
means that the excitation level is deter-
mined by vibration characteristics of
other vibration modes. L-mode excita-
tions are determined by means of axial
and torsional vibration characteristics,
and these are to be calculated and syn-
thesized at the design stage of the ship
in order that appropriate precautions
can be taken.
As an alternative to the traditional fric-
tion type of top bracing, Fig. 26, the hy-
draulically adjustable top bracing has
been designed for use on vessels hav-
ing large deflections due to heavy sea,
loading/unloading, etc.
This system, shown in Fig. 27, consists
basically of a hydraulic cylinder and two
spherical bearings. Oil is supplied from
the camshaft lubricating oil system, and
a relief valve prevents the build-up of
excessive forces.
This hydraulically adjustable top brac-
ing is intended for one-side mounting,
and will provide a constant force be-
tween engine and hull, irrespective of
deflection and, as such, will still act as
a detuner of the double bottom/main
engrne system.
The system has been commercially ap-
plied in a number of newbuildings with
good results.
Obviously, this system increases the
overall costs and, therefore, it will re-
place the friction type only when neces-
sary.
It should be noted that the hydraulically
adjustable top bracing does not in-
crease the building width of an engine,
compared to the friction type bracing.
Vibration Levels and Their
Acceptability
There are two basic criteria for deter-
mining acceptability level of vibrations:
1) The vibration level must not result in
stress levels that may cause fatigue
damage to the engine, or the
connected hull structure
2) Vibration must not result in
annoyance and/or discomfort for
the operating personnel
21
 With a view to fulfilling these criteria,
certain limits to vibration levels can be
prescribed, and it is common practice
to specify different limits in different fre-
quency ranges:

a) Lower frequency range:

displacement limit

b) Intermediate frequency range:

velocity limit

c) Upper frequency range:

acceleration limit

The displacement limit in the lower fre-

quency range is determined by static
stress level considerations, In the inter-
mediate range, the velocity limit will keep
the kinetic energy constant throughout
the range, resulting in decreasing per-
Rg. 26: Friction type top bracing
missible displacements, The accelera-
tion limit in the upper frequency range
decreases the permissible displace-
ments further so as to control noise
radiation.

The limits applying to MAN B&W two-

stroke engines are given as single order
peak amplitudes, X:

S = *xsin(flmt+@tt)

The two-stroke low speed diesel en-

gine is designed to cope with rather
high internal varying forces and, conse-
quently, rather high limits are allowed
for vibration levels in its main structure.
Fig. 28 shows the limits which are ac-
ceptable for MAN B&W two-stroke en-
gines.

If vibration levels in zone II (see Fig. 28)

have been measured under a certain
condition of the ship, it should be borne
in mind that zone Ill readings, i.e. not
acceptable, might occur under other
conditions, such as:

1: different draught of the vessel

2: different trim of the vessel
3: different distribution of ballast load
4: different engine loading
5: changing sea condition

i Fg. 27: Hydraulically adjustable top bracing

 Conclusion
Mechanical vibrations of steel structures
are of a complex nature. When the steel
structure comprises a ship and a two-
stroke low speed diesel, a coagency of
the excitation sources and the natural
frequencies of the structures may lead
to situations of annoying vibration un-
less due consideration is paid to this
point.

Based on all the experience gathered

up till now, we are confident that the
necessary means for predicting and
counteracting vibration on board ships
with two-stroke diesel engines are
available today.

The fact that, even today, ships are,

from time to time, delivered with unsat-
isfactory vibration conditions reflects
that the whole procedure from project
to actual ship in service is subject to
compromises which consider other as-
pects than the vibrational and that pre-
dictions of vibrational behaviour, even
when based on advanced computer
programs, are still subject to uncertain-
ties.

In order to utilise the available possi-

bilities, its is recommended that yards,
owners, and engine builders discuss
the vibration aspects at an early stage,
at least before signing the contract, so
Zone I: Acceptable as to ensure that the best possible sol-
Zone I(: Vibration will not damage the main engine, however, under adverse utions are selected and incorporated in
conditions, annoying/harmful vibration responses may appear in the the project right from the start.
connected structures
Zone Ill: Not acceptable

Fig. 28: Vibration limits

23
 References
1) Prevention and Remedy of Ship
Vibration (Parts 1 and 2)
By Masaki Mano, Yoshio Ochi and
Kaatsuya Fujii, Ishikawajima-Harfma
Heavy Industries, Co., Ltd. Japan
Shipbuilding & Marine Engineering,
Vol. 12, No. 2, 1978
2) Hydrodynamic Reactions to
Propeller Vibrations
By Dr. S. Hylarides and
Dr. W. van Gent
Trans I Mar E (C) Vol. 91
Conference No. 4. Paper C37, 1979
3)
Recommendations Designed to
Limit the Effects of Vibrations On
Board Ships
Bureau Veritas, 1979. Guidance
Note NI 138 A RD3, June 1979
4 )
Guidelines for Prevention of
Excessive Ship Vibration
Bv H. Johannessen and K.T. Skaar
SiAME Transactions, Vol. 88,
1980, pp. 319-356
5)
Balancing the First Order External
Moments of MAN B&W Four
Cylinder Low Speed Engines
By H. Lindquist
MAN B&W Diesel A/S, Copenhagen
The Motor Ship, March 1983
6)
Vibration of Long Stroke Type
Marine Diesel Engine
By Koji Kagawa, Kazunobu Fujita
and Tadahiko Hara
Mitsubishi Heavy Industries Ltd.
International Symposium on Ship
Vibrations, Geneva 1984
1 7)
New Calculation Method on
Complicated Vibratory Behaviour
of A&Part of Shios
By Yasuo Yoshida and
Makoto Maeda
Ishikawajima-Harima Heavy
Industries Co., Ltd., Tokyo, Japan.
International Symposium on Ship
Vibrations, Geneva, 1984
! 24
j
8) Fore and Aft Vibration of Main 14) Axial Vibrations of Crankshafts of
Engine and Ship Vibrations due to Long-Stroke Diesel Engines, and
the Torsional Vibration of 5.cylinder the Control of Their Influence on
Main Engine Crankshaft Strength and Hull
By Shinji Kumazaki Vibration Conditions
Ishikawajima-Harima Heavy By S.B. Jakobsen and L. Bryndum,
Industries Co., Ltd., Japan MAN B&W Diesel A/S
ICMES Conference, 1984 T. Fukuda and M. Ohtsu
Mitsui Enaineerina & Shiobuildina
9) Exciting Forces of Ship Vibration Co. Ltd.&pan - -
Induced by Torsional and CIMAC 91, Florence Paper 061
Longitudinal Vibration of the
Shafting System 15) Coupled Axial and Torsional
By K. Fujii and K. Tanida, Vibration Calculations on Long-
Ishikawajima-Harima Heavy stroke Diesel Engines
Industries Co., Ltd., Japan By S.B. Jakobsen
ICMES Conference, 1984 MAN B&W Diesel A/S
The Society of Naval Architects
IO) Vibration of Long Stroke Diesel and Marine Engineers
Engine with a Small Number of 1991 Annual Meeting, New York,
Cylinders Paper No. 14
By MitSUN Mizuuchi, Kohei
Matsumoto, Toshimasa Saitoh.
March, 1985
11) Vibration Control in Ships
By VERITEC Marine Technology
Consultants, Veritasveien 1,
N-l 322 H&k, Norway, 1985
12) A theoretical and experimental
investigation of propeller damping
and transient torsional resonance
response
By L. Bryndum and S.B. Jakobsen,
MAN B&W Diesel A/S
M. Matosevfc, Uljanik Engineering
Company Ltd.
ICMES Conference, 1990, Newcastle
13) Vibration Aspects of Long-Stroke
Diesel Engines
By L. Bryndum, S.B. Jakobsen and
M.C. Jensen
MAN B&W Diesel Xi
2nd International MarineEngineering
Conference 1991 Shanghai, China
Appendix A

Example: ES60MCE. 102 r/min, 12,000 kW

External Forces and Moments (vertical)

Firing order: Firing order:

6 ’ 8 7 a ’
5 3 3 3
2*4 5+k6
7 4
Primaly values Primary values
given at Secondary values due to Secondary values due to
Torsional Vibration Responses given at
102 rlmin 102 r/min Torsional Vibration Responses
I st order moment: Excitation (torsional amplitudes): 1st order moment: Excitation (torsional amplitudes):
b348 kNm f174 kNm
11 th order (92 r/min) 11 th order (92 r/rain)
Ith order moment: zk2.5 nmd +I .O mrad
4th order moment:
t75 kNm *300 kNm
X2.5 mrad *1 .o mra,
% ~c1‘w
Cyl. No. 1 2 3 4 5 6 7 6 Cyl. No. 1 2 3 4 5 6 7 8
Secondary values at 92 r/min: Secondary values at 92 rfmin:
Free forces: 12th order: *198 kN Free forces: 12th order: +299 kN
13th order: +104 kN

Free moments: 10th order: &986 kNm Free moments: 10th order: * 92 kNm

Excitation (torsional amplitudes): Excitation (torsional amplitudes):

12th order (84 rlmin) 12th order (84 rfmin)
fo.5 mrad GO mrad

fo.5 mrad f2.0 mrar 1

% %
Cyl. No. 12 3 4 56 78 Cyl. No. 1 2 3 4 5 8 7 6
Secondary values at 84 r/min: Secondary values at 64 r/min:
Free forces: 1 lth order: f101 kN Free forces: 11 th order: -01 kN
13th order: +122 kN 13th order: +245 kN
Free moments: 14th order: * 38 kNm Free moments: 11 th order: f 61 kNm
13th order: + 75 kNm
14th order: f 38 kNm

EXCitatiOn (torsional amplitudes): Excitation (torsional amplitudes):

12th order (78 r/min) 13th order (78 rlmin)
3il85 m?ad f0.8 mrad

XMS mrad f0.8 mm

% %
Cyl. No. 1 2 3 4 5 6 7 8 Cyl. No. 12 3 4 56 78
Secondary values at 78 r/min: Secondary values at 78 rlmin:
Free forces: 12th order: ? 52 kN Free forces: 12th order: -08 kN
Free moments: 14th order: f376 kNm Free moments: 14th order: f 94 kNrr
15th order: f 67 kNrr

25
 !

~.:
Appendix B

Example: 5L70MC, 95 rlmin. 10,400 kW

.~ Guide Force Moments -H-type

1 2 3 4 5
Secondary values of guide force mom& (95 rImin):
5th order: 5213 kNm 7th order: *I3 kNm 2nd order: f4 kNm
8th order: f 7 kNm

1 2 3 4 5 Secondary values of guide force moments (96 rimin):

7th order: +15 kNm
5th order: f571 kNm 5th order: ti5 kNm
1Mh order: -3 kNm

Secondary values of guide force moments (68 rimin):

10th order: +I74 kNm

Example: SL70MC. 95 rlmin, 10,400 kW

Guide Force Moments -X-type

Order Moment Excitation (torsional amplitudes): 5th order at 95 dmin Excitation (torsional ampliiudes): 5th order at 95 rimin
1st
2nd
3rd Fii ~33.0mrad mi
cy;OmdflI”5mrad
4th
5th
6th k 31 kNm Cyl. No. 1 2 3 4 5 Secondaly values of guide force moments (95 r/min):
7th 522 kNm Secondary values of guide force moments (95 rlmin): 51h order: f18 kNm 3rd order: f12 kNm
8th f137 kNm 7th order: +75 kNm 3rd order: f3S kNm 71h order: f25 kNm 2nd order: * 9 kNm
9th f 6kNm 8th order: *39 kNm 2nd order: k27kNm 8th order: fl3 kNm
10th 0
11th + 3kNm
12th k 20 kNm Excitation (torsional amplitudes): 7th order at 96 rimin

._ m0.7 mrad hkO.35mrad

Cy.No. 1 2 3 4 5
Secondary values of guide force moments (96 rlmin):
I 7th order: *35 kNm

26
Appendix C

Example: 6S60MCE. 102 Urnin. 12.000 kW

Guide Force Moments -H-type

in):
13th order: +222 kNm

11 th order (92 rImin)

1 2 3 4 5 6 1 2 3 4 5678
I:
13lh order: H33 kNm 1 lib order: T? 76 kNm
1 Ith order: k 54 kNm
161h order: f 63 kNm

Example: 8S60MCE, 102 rImin, 12.000 kW

Guide Force Moments -X-type

3rder Moment Excitation (torsional amplitude): Order Moment Excitation (torsional amplitude):
1st f181 kNrn 1 Itk order (92 rimin) 1st k 9 1 kNm lZh order (64 r/min)
2nd 0 2nd 0 32.0 mrad
+2.5 mrad
3rd f 209 kNm
4th +350 kNm 4th f1401 kNm
5th SO2 kNm ti.5 mrad 5th f 451 kNm 22.0 mrad
6th
3rd HI 70 kNm % 6th 0 %
7th + 29 kNm C y l . N o . 12 3 4 5 6 7 6 71h f 14kNm CyLNo. 1 2 3 4 5 6 7 6
6th 0 Secondary values of guide lorce moments (92 rImin): 6th 0 Seandaly values of guide force moments (64 r/m
9th + 11 kNm 6th order: f 63 kNm 9th f 5 kNm 9th order: f 39 kNm
1Mh 0 91h order: f 45 kNm 10th 0 10th order: f 16 kNm
llth + 56 kNm lOth order: k 40 kNm llth + 28kNm
12th + 11 kNm 12th f 43kNm
Excitation (torsional amplaud@: Excitation (torsional amplitudes):
13th order (76 rfmin) 1 Ith order (92 rimin)
M.65 mrad fl .O mrad

%
C y l . N o . 12 3 4 5 6 7 6
ti.65 mrad

Seconday values of guide force moments (76 rImin):

16th order: + 35 kNm
15th order: + 21 kNm
Cyl. NO.
%
12 3 4 5 6 7 8
fl .O mrad

Seccn* values of guide face moments (92 rImin

9th order: f 34 kNm
10th order: + 35 kNm
11:
27

Introduction
Nowadays, more and more consider-
ation is being given to environmental
issues. Our efforts in this field have
already led to our being awarded the
Danish Environmental Prize for devel-
oping a plant for removing the poisonous
nitric oxides from exhaust gases.
Formerly, noise was considered a
necessary, but harmless, evil. Today,
excessive noise is considered a form
of pollution which, in the long run, may
cause permanently reduced hearing.
As a consequence, authorities now de-
mand that noise levels are kept below
certain specified limits.
One of the first countries to introduce
a standard for noise limits was the
Federal Republic of Germany which,
in 1968, issued a code regarding the
noise levels permitted on its ships.
Today, there are numerous national
and international codes which both re-
commend, and demand, maximum
permissible noise levels in the various
parts of a ship.
The greater demand for noise limitation
in the maritime area has, of course,
aroused wide interest. Consequently,
greater demands are now made on the
engine designer to provide more de-
tailed and precise information regard-
ing the various types of noise emission
from the engine.
After a brief definition of what noise
actually is, this paper will attempt to
clarify “noise” as applied to MAN
B&W’s two-stroke engines, and will
then go on to discuss the primary noise
sources and types of engine-related
noise emissions, noise level limitation,
and the current situation in relation to
noise.
What is Noise?
A popular definition of noise is “an un-
desirable sound”. To what extent a
sound can be characterised as noise
is, of course, a personal evaluation.
However, if the sound level is so high
Diesel Engines and the Environment - Noise
as to be damaging to health, it will nor- Intensity of Sound
mally be considered by one and all as
undesirable and, therefore, as noise. The physical intensity of sound, I
− which expresses the volume of the
Sound is the result of mechanical vibra- sound − is defined as the energy
tions occurring in an elastic medium,e.g. emitted per second, per m2 of a sur-
air. When the air starts to pulsate, the face which is at right angles to the
variations in air pressure will spread direction of propagation of the sound
from the source through the transfer of wave, as shown in Table 1 and Fig. 1.
energy from molecule to molecule. The
more energy transferred, the higher the
sound level.
Intensity of sound
I = pu = ρcu2
and if we use k = √
ρc, the corresponding mean effective sound
pressure (p) and the pulsation velocity (u) may be stated as follows:
1
p = k x √I and u= x √I
k
where,
I = Intensity of sound (W/m2)
p = Mean effective sound pressure (N/m2)
u = Mean effective pulsation velocity (m/s)
c = Velocity of sound in medium (air) (m/s)
ρ = Specific mass of medium (air) (kg/m3)
k = √
ρc ≅ √
1.2 x 340 = 20
at normal ambient air temperature.
Reference for sound levels
Reference sound intensity
Io = 10-12 W/m2
Given a sound intensity Io = 10-12 W/m2 and using the above formulas,
we can state the corresponding reference mean effective sound pressure (po)
and mean effective pulsation velocity (uo) as follows:
Reference sound pressure level
10−12 = 2 x 10-5 Pa (Pascal = N/m2)
po = 20 x √
Reference velocity level
1
uo = 10−12 = 5 x 10-8 m/s
x √
20
Table 1: Sound wave formulas
1
Sound Level Measurement
Units
The International Standards Organisa-
tion (ISO) has determined the following
reference values for acoustics:
Reference for sound intensity:
Io = 10-12 W/m2
Reference for sound pressure :
po = 2 x 10-5 Pa
The above-mentioned reference values
represent sound intensity and sound
pressure at the lowest levels perceptible
to the human ear.
As the ear is not particularly sensitive
and is just able to discern that a sound
has doubled in intensity, a linear divi-
sion of the intensity would be imprac-
tical. For this reason, decibel (dB) has
been introduced as a unit for measur-
ing sound.
This unit is logarithmic and is defined
as 10 times the logarithmic relationship
between the actual intensity of the
sound and the reference value:
Sound intensity level (dB):
LI = 10 x Log10 (I/Io);
re Io = 10-12 W/m2
As sound pressure squared corres-
ponds to the intensity of the sound,
the following corresponding values are
valid when we use sound pressure as
a basis:
Sound pressure level (dB):
Lp = 20 x Log10 (p/po);
re po = 2 x 10-5 Pa.
Normally, it is the sound pressure level
which is measured, and when nothing
else is given, it will be re 2 x 10-5 Pa.
On the basis of the above, a sound in-
tensity of 10-12 W/m2 corresponds to
a sound level of 0 dB, and a sound in-
tensity of 1 W/m2 corresponds to a
sound level of 120 dB. Incidentally,
120 dB is the level at which the ear
begins to feel pain − normal conversa-

Sound level at distance R2 compared to distance R1:

dB
130 130
Area of a sphere A = 4πR 2

Intensity I2 = I1 x (R1/R2)2 120 120

Sound level L2 = L1 - 20 x log10 (R2/R1)
110 110
In general, the sound level will be reduced by 6 dB
for each doubling of the distance from the noise source 100 100
90 90
80
80
Spherical 70
70
R propagation
60
60

Top of 50
50
funnel
40
40
30
30
20
20
NR10
10
0
0
31.5 63 125 250 500 1k 2k 4k 8k Hz

Bridge wing Centre frequencies of octave bands

Fig. 1: Spherically propagated sound waves − far-field law Fig. 2: ISO’s Noise Rating curves
Distance R from noise source (point source assumed) Octave band pressure levels, re 2 x 10-5 Pa

2
tion is usually conducted at around
55 dB.
At the so-called “far-field”, i.e. where
no sound is reflected and where sound
waves can be assumed to be propa-
gated spherically, a doubling of the dis-
tance will reduce the intensity of the
sound to 1/4, corresponding to a
sound reduction of 6 dB, see Fig. 1.
The Influence of
Sound Frequency
The sensitivity of the human ear is
closely related to frequency (Hz = vibra-
tions per second). Sensitivity is low at
low frequencies, so it is often neces-
sary to take measurements at different
frequency ranges. Normally, these
measurements are made in the so-
called octave bands. The octave
bands are intervals between two fre-
quencies where the upper frequency is
twice as high as the lower.
Octave band frequencies, which are
named according to their geometrical
average frequencies, 31.5, 63, 125,
250, etc. up to 16,000 Hz, are speci-
fied by ISO. The audible frequency
range for young people with undam-
aged hearing is around 20-20,000 Hz.
As a result of the ear’s varying sensitiv-
ity to combinations of different frequen-
cies and sound levels, ISO has intro-
duced special noise curves, and ISO’s
“Noise Rating” curve sheet is very
often used, see Fig. 2.
The groups of curves shown corres-
pond, more or less, to the hearing
characteristics of the ear with the
sound level of the 1000 Hz octave
band used as a reference. As an
example, curve NR 60 shows that the
sensitivity of the ear to 60 dB in the
1000 Hz octave band roughly corres-
ponds to its sensitivity to 75 dB in
the 125 Hz octave band.
If the sound pressure levels of the
various octave bands for a given noise
measurement are drawn-in on the
curve sheet, the octave band with the
dB Attenuation
-5
0
A
C B,C
5
B
10
15
20
A
25
30
35
40
45
31.5 63 125 250 500 1k 2k 4k 8k Hz
Centre frequencies of octave bands
Fig. 3: Filtering (weighting) curves for sound level meters
highest NR-figure will give the resulting curves NR 0-55 for A, NR 55-85 for B,
NR noise level for the measurement and higher than NR 85 for C.
and, at the same time, show which fre-
quency range(s) should be attenuated. In particular, the A filter is often used to
give the final results of a sound meas-
Another, simpler method of compen- urement as a single value. The measured
sating for the ear’s subjective percep- A-weighted value, designated dB(A), is
tion is the use of sound level meters also regularly used, even in cases
fitted with internationally standardised where the sound level is high and a B
frequency weighting curves, i.e. elec- or C-weighting curve would have been
trical filtering curves, the so-called A, more appropriate.
B, C, and now (for aeroplanes) also D
filters. See Fig. 3. A sound level obtained by linear meas-
urement, i.e. without any correction for
In principle, to compensate for the fre- the sensitivity of the ear, is designated
quency-dependent sensitivity of the dB(Lin).
ear at various loudness levels, weight-
ing curves A, B and C correct the ac-
tual linear (un-weighted) noise levels in
relation to 1000 Hz corresponding to,
respectively, the average ’Noise Rating’
3
Primary Sources of
Engine Noise
On the basis of engine noise measure-
ments and frequency analyses, it can
be ascertained that noise emissions
from the two-stroke engine primarily
originate from:
• The turbocharger, air and gas
pulsations
• Exhaust valves
• Fuel oil injection systems
and, to a certain extent,
• The chain drive.
The best way of reducing engine-re-
lated noise is, naturally, to reduce the
vibrational energy at the source or, if
this is neither feasible nor adequate, to
attenuate the noise as close to its
source as possible.
The different noise sources of the die-
sel engine, of which the primary ones
Fig. 4a: Absorption silencer
4
are mentioned above, will, as a result,
generate various types of noise emission
to the environment. The types of engine-
related noise emission will be discussed
in the next section.
Two-Stroke Engine Noise
Emissions
On the basis of theoretical calculations
and actual measurements, we employ
computer models − please refer to our
paper: “MAN B&W Computerised En-
gine Application System” − to provide
our customers with data regarding the
sound levels of the following engine-
related noise emissions, which are
typical of our two-stroke engines:
1. Exhaust gas noise (gas pulsations)
2. Airborne noise (engine room noise)
3. Structure-borne noise excitation
(vibration in engine feet)
Attenuation
dB
40
30
20
10
0
31.5 63 125 250
Fig. 4b: Typical noise attenuation for a 25 dB(A) absorption silencer
1. Exhaust gas noise
Our constant-pressure turbocharged
two-stroke diesel engines are, unlike
the former impulse turbocharged en-
gines, equipped with a large exhaust
gas receiver located between the gas
outlets of the cylinders and the turbo-
charger(s).
Thanks to its ideal location, i.e. close
to the noise source, this gas receiver
also functions as an exhaust gas
silencer, in particular attenuating the
low-frequency gas pulsations.
Fig. 6a curve 1 shows a 6L80MC en-
gine, running at nominal MCR, where
the calculated octave band analysis of
the exhaust gas noise from an exhaust
gas system without boiler and without
silencer has been drawn in.
The noise level calculation is based on
a distance of 15 metres from the top of
the funnel to the bridge wing. The
curve sheet shows that the noise level
in the octave band frequencies be-
tween 125 and 1,000 Hz is decisive for
500 1k 2k 4k 8k Hz
Centre frequencies of octave bands
the total noise level of NR 81, and that
the A-weighted sound level corresponds
to 86 dB(A). The dB(A) figure is calcu-
lated by accumulating the intensities of
the octave band sound levels, includ-
ing the A-weighted attenuation, as
shown in Fig. 3.
Fig. 6b shows the similarly calculated
noise levels for a nominally rated
6S26MC engine where the distance
from the funnel top to the bridge wing
is 7 metres.
To keep noise below a maximum per-
missible level of, for example, 65 dB(A)
on the bridge wing, a relatively volu-
minous 25 dB(A) exhaust gas silencer
of the absorption type will normally be
adequate, as this attenuates the domi-
nant frequency ranges in question.
As the exhaust gas arrangement itself
(for example the exhaust gas boiler)
can generate noise, we recommend
that the exhaust gas silencer is in-
serted as close to the funnel top as
possible.
The most frequently used absorption
silencer is a flow silencer, i.e. a pipe
with sound-absorbing wall material
Fig. 5: Example of location of measuring points on a diesel engine
in accordance with ’Cimac Recommendations of Measurement’
(mineral or glass wool). Fig. 4a shows
such a flow silencer which, apart from
having good attenuating qualities in the
high-frequency ranges can, by virtue of
its size, also be used to attenuate
some of the lower frequency ranges.
The typical noise attenuation achieved
with such a silencer type is shown in
Fig. 4b as a function of the octave
band frequencies.
2. Airborne noise
Engine room noise is primarily gene-
rated by emissions from the individual
engine components and their surfaces,
which cause the air to pulsate.
The average engine noise levels
measured, for example according to
’CIMAC’s Recommendations for Meas-
urements of the Overall Noise for
Reciprocating Engines’, or other similar
standards, are used to express the
typical airborne sound pressure level
of the engine.
The calculated average sound level
corresponds to the average value of
sound intensity measured at different
points around the engine. Measuring
points are - depending on the engine
size - located at two or three heights
around the engine, and at a distance
of approximately one metre from the
engine surface. Along each side of the
engine, the number of measuring
points at each level must equal half the
number of cylinders. Fig. 5 shows
where these measuring points could
be located.
In general, depending, of course, on
the type of engine, the average air-
borne noise level of a nominally rated
engine will be around 104 dB(A),
whereas the maximum level measured
around the engine, and normally near a
turbocharger, will be about 108 dB(A).
Fig. 6a curve 2 shows the average air-
borne noise level calculated for a nomi-
nally rated 6L80MC engine with a
noise level of approximately NR 101
and 105 dB(A) for an engine with high-
efficiency turbochargers, (curve 2A)
and approximately NR 98 and 103
dB(A) for an engine with conventional
turbochargers (curve 2B). The dif-
ference in noise levels originates from
the difference in noise emission from
the turbochargers themselves. In
general, the higher the turbocharger
efficiency, the higher the noise emission
from the turbocharger and the engine.
Fig. 6b shows the corresponding aver-
age airborne noise level calculations for
a 6S26MC engine. Because of the
reverberations of sound in the engine
room, the sound pressure based noise
levels measured in the vessel may be
1-5 dB higher than the calculated
sound intensity based noise levels.
Measurements show that the turbo-
charger noise has a dominant in-
fluence on the total average airborne
noise level, an influence which has
become greater and greater because
of the increasingly efficient and high
powered engines demanded by the
shipyards and shipowners.
The maximum noise level measured
near a turbocharger will normally be
about 3-5 dB(A) higher than the aver-
5
 ing noise reduction measures, see our
dB dB(A) paper “Noise and Vibration Optimised
11-cylinder Diesel Engine for Propul-
130 130 sion of 4,800 TEU Container Vessel”.

120 It would be extremely difficult to meet

120
stricter requirements with regards to
Maximum maximum engine room noise level of,
110 Maximum for example, 105 dB(A) instead of 110
110 2A
Average 2B dB(A), especially in view of the in-
Average Average fluence of sound reverberations and
100
100 the noise emitted by other machinery.
The possibility of reducing the noise
90 2A from an existing engine is greatly
90 2B 1 limited because, as previously men-
80 tioned, the noise stems from many dif-
80 ferent sources, and because the noise
transmission paths − through which vi-
70 brational energy is transferred from one
70 area to another through the engine −
60 are numerous.
60
However, in principle, the transmission
50 NR50 1 of airborne noise from the engine room
to other locations, e.g. accommodation
0 10 20 30 40 3 quarters, normally has no influence on
40
the actual noise level in these locations.
31.5 63 125 250 500 1k 2k 4k 8k Hz A
Centre frequencies of octave bands
3. Structure-borne noise excitation
1. Exhaust gas - distance 15 metres (re 2 x 10-5 Pa)
2. Airborne - average and maximum (re 2 x 10-5 Pa) Vibrational energy in the engine is pro-
3. Structure-borne - engine feet, vertical (re 5 x 10-8 m/sec) pagated, via the engine structure, to
the engine bedplate flanges, i.e. the
“feet” of the engine. From here, the
Fig. 6a: ISO’s NR curves and noise levels for a 6L80MC engine with energy is transferred to the ship’s tank
A) high efficiency T/C and/or B) conventional T/C. MCR: 20,580 kW at 93 r/min top, and then outwards to the ship’s

age noise level of the engine, using the

high figure for high efficiency turbo-
chargers. Often it is the maximum
noise level measured at an engine that
has to meet the specified noise limit re-
quirements.
Especially in large diesel engines, it
may sometimes − to meet the noise
limit requirements − be necessary to in-
troduce additional noise reduction
measures, see Table 2.
These measures may reduce the maxi-
mum noise levels by 3-5 dB(A) and
sometimes more, depending on their
extent. For further information regard-
1. Internal absorption material in scavenge air pipe
2. Ring diffusor absorption plate in the top of the scavenge air cooler
3. External insulation of the scavenge air cooler
4. Additional absorption material at the engine and/or at the engine room
walls (yard’s responsibility)
5. Additional turbocharger intake silencer attenuation
(turbocharger maker’s responsibility)
6. Additional attenuation material at the turbocharger’s inspection cover
Table 2: Additional noise reduction measures on diesel engines

6
 and a 6S26MC engine, given as a verti-
dB dB(A) cal vibration velocity level in the engine
feet.
130
130
Incidentally, the vibration velocity level
120 in a two-stroke engine is, on average,
120 approximately 15-20 dB lower than in
a four-stroke engine which, therefore,
110 may sometimes have special vibration
110
Maximum isolators (resilient mountings) built-in
100 2 between the engine feet and the tank
100 Average top of the ship. The structure-borne
Average
sound attenuation achieved is of some
90 15-20 dB, which means that the final
90 2 result corresponds to the level of a
80 1 solid-mounted two-stroke engine.
80
The above-mentioned vibration velocity
70 levels in the diesel engine feet can,
70 with the aid of empirical formulas, be
60 used to calculate the excitation velo-
60 cities and, thus, the sound pressure
1 levels in the accommodation quarters.
50 3 The shipyards, or their consultants,
NR50 normally have these formulas at their
40 0 10 20 30 40 disposal.
31.5 63 125 250 500 1k 2k 4k 8k Hz A
Centre frequencies of octave bands Noise Limits
1. Exhaust gas - distance 7 metres (re 2 x 10-5 Pa) Limits for the maximum sound press-
2. Airborne - average and maximum (re 2 x 10-5 Pa) ure level are either defined specifically
3. Structure-borne - engine feet, vertical (re 5 x 10-8 m/sec) between owner/shipyard and engine
builder, or indirectly by referring to na-
tional or international legislation on the
subject. Many owners refer to the SBG
Fig. 6b: ISO’s NR curves and noise levels for a 6S26MC engine.
(See-Berufsgenossenshaft) specifica-
MCR: 2,400 kW at 250 r/min
tions or the IMO (International Maritime
Organisation) recommendations. The
structure which starts to vibrate and Velocity level (dB): IMO noise (sound pressure) limits for
thus emits noise. Lv = 20 x Log10 (v/vo); different ship spaces are listed in Table 3.

Among the sources which can gener-
ate vibrational energy are the pulses
caused by the combustion process of
the engine and the reciprocating move-
ment of the pistons.
The vibrational energy transferred be-
tween the contact surfaces of the en-
gine bedplate and the ship is largely
amplitude-dependent, so the velocity
can normally be employed as a unit of
measurement. Like the sound pressure
level, the velocity is best expressed in
dB, see also Table 1:
re vo = 5 x 10-8 m/sec. The appearance of national and inter-
national standards for noise levels in
The reference velocity used corresponds ships has, in general, resulted in a con-
to the previously used intensity and siderable reduction of the noise levels
sound pressure reference values and in newly-built ships.
has therefore been selected by MAN
B&W Diesel. According to the
latest ISO Standard, the reference
value 10-9 m/sec is now used in this
norm.
Figs. 6a and 6b (curve 3) also show
the structure-borne noise excitation
levels from a nominally rated 6L80MC

7
Accommodation − Structure-borne
noise excitations
For example, the introduction of a
“floating floor” construction in the ac-
commodation quarters has reduced
the effect of the structure-borne noise
excitation. Today, depending on the
noise standard to be met, the noise
limit requirements for accommodation
are between 45 dB(A) and 65 dB(A), or
lower, similar to those required in pas-
senger ships. These noise require-
ments can, as a rule, be observed by
taking adequate noise-attenuating pre-
cautions, e.g. the above-mentioned
floating floor construction.
Engine room − Airborne noise
On the other hand, it is apparent that
the above-mentioned general noise
Work spaces
Machinery spaces (continuously manned) ∗∗
Machinery spaces (not continuously manned) ∗∗
Machinery control rooms
Workshops
Unspecified work spaces ∗∗
Navigation spaces
Navigating bridge and chartrooms
Listening posts, including navigating bridge
wings and windows
Radio rooms (with radio equipment operating
but not producing audio signals)
Radar rooms
Accommodation spaces
Cabins and hospital
Mess rooms
Recreation rooms
Open recreation areas
Offices
∗∗ Ear protectors should be worn when the noise level is above 85 dB(A),
and no individual’s daily exposure duration should exceed four hours
continuously or eight hours in total.
Table 3: IMO noise limits (sound pressure level)
8
reductions have not been achieved in
the engine room itself, where the air-
borne noise from the diesel engine
dominates.
The reason for this is that the accept-
able noise limits for periodically manned
engine rooms have, for many years,
been set at around 110 dB(A), and the
introduction of stricter requirements
has not been realistic as the noise
emission from a diesel engine has in-
creased over the years because of the
higher rated engines.
The unchanged noise limit thus in itself
seems to have constituted a serious
limitation for the engine builders. How-
ever, it is a recognised fact that a noise
level of over 110 dB(A) can, in the long
term, cause permanent damage to
hearing, and therefore this limit cannot
be expected to be eased, rather on the
contrary.
dB(A)
90
110
75
85
90
65
70
60
65
60
65
65
75
65
This means that as engine designers −
even though our engines generate no
more noise than the engines of our
competitors − we must, in future en-
gine designs, pay particular attention
to the airborne noise emitted by our
engines.
Bridge wing − Exhaust gas noise
On the bridge wing, where it is the
exhaust gas noise that predominates,
there are also certain limitations, as the
bridge wing is regarded as a listening
post. The requirement here, depending
on the noise standard to be met, is a
maximum of 60-70 dB(A), which can
always be met by installing a suitable
exhaust gas silencer.
Conclusion
Generally, the noise emitted by the en-
gine’s exhaust gas, and the structure-
borne noise excited by the engine, are
so low that it is possible to keep within
the noise requirements for the bridge
wing and accommodation.
On the other hand, the airborne noise
emitted from the engine in the engine
room is so high that in some cases
there is a risk that the noise limits for
the engine room cannot be met, unless
additional noise reduction measures are
introduced.
In future, therefore, it must be expected
that it will be very important, from a
marketing point of view, to develop an
engine with reduced airborne sound
levels.
References
(1) Akustik & Buller,
by Johnny Andersson,
Stockholm 1974
(2) Ship Noise Criteria.
Do they Reflect the Present Level of
Noise Reduction Technology?
by J. Ødegaard, Ødegaard &
Danneskiold-Samsøe aps, 1986
How to obtain the IMO NOx
Emission Certificate
 Ratification
• The NOx and SOx limitations will
only be in force when a minimum
of 15 Flag States in the IMO,
with at least 50% of the tonnage,
have ratified the regulation.

SO x NOx
• Limitation of sulphur content in • Limit based on speed-related
fuel oil to 4.5% mass NOx curve (for engines larger
• In areas with local restrictions, than 130 kW)
the limit is 1.5% mass sulphur • The speed-related curve will only
apply to ships with keel laying
after 1st Jan. 2000, or following a
major engine modification

Test Cycles Speed-related curve

Heavy duty diesel engines NOx (g/kWh) = 17 for n ≤ 130

NOx (g/kWh) = 45 x n -0.2 for 130 < n < 2,000
E2 Marine Engines, constant speed: NOx (g/kWh) = 9.8 for n ≥ 2,000
Load point 100% 75% 50% 25% where n = nominal rated engine speed in r/ min
Weighting factor 0.2 0.5 0.15 0.15

E3 Marine Engines, propeller law: NOx (g/kWh)

Load point 100% 75% 50% 25%

24
Weighting factor 0.2 0.5 0.15 0.15
Introduction 22
D1 Stationary Engines, constant speed:
20
Load point 100% 75% 50%
This folder contains a brief presenta- Weighting factor 0.3 0.5 0.2 18
17
tion of the procedures necessary for 16
Formula: 1- 4
engine builders and shipowners to ∑ NOx X P X F 14
NOx (g/ kWh) =
1- 4
∑ P X F
comply with IMO’s rules regarding en- 12

gine exhaust gas NOx emissions. For F = Weighting factor

10

further details, please refer to Annex P = Engine power at each load point (kW) 8
NOx = NOx level at each load point (g NOx /kWh) 10 200 300 400 500 600 700 800 900 1000
VI of MARPOL 73/78, Regulations for Engine Speed
the Prevention of Air Pollution from (Ref. IMO meeting BCH 23 in London)
Ships and NOx Technical Code, pub-
lished by IMO, London, 1998.
Fig. 1

Contents
• IMO’s NOx and SOx requirements
• Engine design optimised to comply
with IMO emission rules
• Technical file
• ‘Single Engine’, ‘Engine Group’ and
‘Engine Family’ concepts
• Engine builder’s considerations
• Shipowner’s considerations
IMO’s NOx and SOx after the year 2000 but, at this stage,
Requirements no specific date has been set.
IMO’s NOx limits are expressed in a
speed-related curve, still to be ratified Once the IMO rules for NOx and SOx
by the necessary number of IMO limits have been ratified, all new ships
members (see Fig. 1). with keel laying after 1st January year
2000 will have to comply with these
It is expected that such ratification will rules.
take place in the years immediately

Nozzles
If no technical modifications have
been carried out on ships commis-
sioned before the year 2000, the
ships will not have to comply with the
IMO NOx limits, but they will have to
comply with the IMO’s SOx limits,
when the Annex is ratified.
In order to be prepared, many ship-
owners are deciding to have their en-
gines certified by the proper authori-
ties to comply with the IMO emission
rules, even though the Annex will
hardly be ratified immediately after 1st
January 2000.
Basically, it is also much easier for the
shipowner to have the engine certified
on the engine builder’s testbed than to
have it done when the ship is in com-
mercial operation.
Engine Design Optimised
to Comply with IMO
Emission Rules
The IMO speed-related NOx limit is
met by primary means such as
emission optimised fuel valves and
nozzles and, for a few two-stroke
MC engines, by the introduction of a
minor timing adjustment in the fuel
injection process (see Fig. 2).
However, it is important, at the same
time, to ensure the optimum fuel oil
consumption for the engine con-
cerned.
When the engines are optimised to
meet the IMO Regulation, a relatively
small fuel oil penalty may be expected
for some engines. Which engines, and
Fig. 2
Valves
the effect on each engine, depend on
optimisation, MCR, and engine size.
The actual catalogue value of the
specific fuel oil consumption data has
not been changed, but the fuel toler-
ance has been changed from 3% to
5% to reflect a safety margin in rela-
tion to the fuel consumption figures
with NOx control.
More ‘drastic’ NOx reduction methods
have been developed by MAN B&W,
such as water-in-fuel emulsification or
SCR (Selective Catalytic Reduction)
for plant applications which have to
comply with strict regulations. The
use of such methods to comply with
the IMO limit is not necessary today.
The methods are used only for
further NOx reduction.
 The components on MC engines which must be marked for compliance with the
IMO Regulation are as follows:
Fig. 3 Defined NOx sensitive components
Technical File
In order to apply for an IMO NOx
Emission Certificate, a Technical File
is to be prepared for each engine.
The IMO NOx code presents guide-
lines on how to prepare this File – but
it is up to the engine manufacturer to
prepare the File.
The Flag State is the final authority
for issuing the IMO certificates. The
Flag State can delegate the practical
part of the approval procedures to a
dedicated authorised company, e.g. a
classification society.
In the event that, for instance a Ger-
man owner, with German Flag State
status, is building a ship in Japan, the
German Flag State, or Flag State
representative (the authorised com-
pany), must – according to the IMO
Technical Code – survey and ap-
prove the engine while it is still on the
engine builder’s testbed.
Based on the Technical File and the
survey performed, the authorised
company can issue a “statement of
compliance” (or “interim” EIAPP: En-
gine International Air Pollution Pre-
vention certificate) for the engine.
The Technical File is then the owner’s
proof that his engine has been meas-
ured and found to comply with the
IMO limits.
The Technical File states the techni-
cal data of the engine, including
markings of the defined components
that may have an influence on the
NOx emission characteristics. In prac-
tice this means that when the engine
has been certified, the components
Fig. 3
listed in Fig. 3 may not be replaced
by components of a different specifi-
cation without new NOx measure-
ments being carried out to prove
compliance. If the NOx emission
exceeds the NOx value given on the
certificate, a new certificate must be
issued.
According to the IMO rules, a certifi-
cate cannot legally be issued before
the actual ratification of Annex VI. As
this may take a long time, and be-
cause the shipowners, understand-
ably, want to be prepared, the MEPC
(Marine Environment Protection
Committee) congress suggested the
establishment of an ‘interim’ certifi-
cate, a “statement of compliance”
which, in principle, will act as a
certificate until the final ratification
and the issuing of the final EIAPP
certificate.
IMO’s flow diagrams for pre-certifica- Dispensation Possible exception, only for an engine
Application which cannot be tested on a test bed and
Reg. 03 exception
tion in the engine manufacturer’s Reg. 13 less than 130 kW
an engine with an aftertreatment device.

workshop, initial survey on board a

Member of engine Survey at
ship, and periodical survey on board a family or group manufacturer’s shop
ship are shown in Figs. 4 to 6. (not a parent engine)
Every engine or
parent engine

Document Non-compliance Corrective

confirmation action

Compliance NOx
measurement

IMO certification, Step 1:

NOx limit
Pre-certification survey at the Non-compliance
Compliance
manufacturer’s workshop Approved
Step 2
technical file
Installation may
Fig. 4 continue under
Flow chart, Step 1 Issue of EIAPP certificate provisions of 2.2.4

EIAPP Certificate
Step 1

Initial survey on board

Substantial
No modification modification
Modification check
technical file
Corrective
Minor modification action
Application
Member of Complete NOx
an engine family measurement
Corrective
Reg.05 action Non-compliance
ships less
than NOx limit
400 GT Component/ Simplified NOx
parameter survey measurement Compliance
IMO certification, Step 2:
Approved
Initial survey on board a ship Confirmation
technical file
Non-compliance
No IAPP Compliance
Fig. 5 certificate
Flow chart, Step 2 required Issue of IAPP Certificate

Pre-survey/EIAPP certificate (testbed)

Initial survey/IAPP certificate (on board)

Periodical survey on board

No modification Substantial modification

Modification check
technical file
Minor modification

Application
Member of an engine family
Corrective
Corrective
action
action
Reg.05
Ships Component/ NOx Simplified NOx
less Complete NOx
parameter survey monitoring measurement
than measurement
IMO certification, Step 3: 400 GT
Periodical survey on board Confirmation
NOx limit
Non-compliance Non-compliance
a ship
Compliance Compliance
No IAPP
Fig. 6 certificate
Flow chart, Step 3 required Re-issue of IAPP Certificate
The ‘Single Engine’,
‘Engine Group’ and
‘Engine Family’ Concepts
To avoid testing each and every
engine for compliance with the NOx
emission limit, three different con-
cepts have been developed. Measure-
ments on one engine can now be
used for other engines of the same
engine design.
Characteristics of the three concepts
are listed below, in brief, as follows:
Single Engine
Each engine is tested and none of the
measurements can be used for the
certification of other engines.
Engine Group
These are engines used primarily for
main propulsion. The engines nor-
mally require slight adjustment or
optimisation to suit the on-board
operating conditions. The engine
adjustment that generates the highest
NOx emission level – defined as the
‘parent engine’ – has to be tested on
testbed to prove compliance.
Engine Family
The engine family concept provides
the possibility of even further reducing
the number of engines which must be
subjected to approval testing. The
engine family concept is designed for
series-produced engines. As with the
group concept, engines with similar
emission characteristics and design
are represented by a parent engine
within the family which has to comply
with the IMO regulation.
The optimum solution for the MC
propulsion engine is the Engine Group
concept, where only one engine in a
series of identical engines is tested.
However, if differences exist, additional
tests can be made on testbed to
include these engines in the group.
Engine Builder’s
Considerations
In order to perform emission
measurements in the test shop, the
necessary piping and measuring
equipment must be installed and
calibrated.
Proper analysis equipment and en-
gine conditions have to be observed
while performing the measurements
to obtain reliable results.
Measurements have to be taken at
the load points specified in Fig.1 for
the selected engine cycle. The final
NOx value is calculated in accordance
with this cycle formula.
Shipowner’s
Considerations
It is the responsibility of the shipowner
to ensure that the engine remains in
the same condition with regard to
engine adjustment and component
design as during the certificate ap-
proval procedures carried out on the
testbed or during the sea trial. The
Technical File delivered with the
engine provides a set of guidelines to
verify NOx compliance on board. The
shipowner must comply with these
guidelines when inspections are
carried out.

MAN B&W Diesel A/S

Teglholmsgade 41 Copyright ©
DK-2450 Copenhagen SV MAN B&W Diesel A/S
Denmark Reproduction permitted
Telephone: +45 33 85 11 00 provided source is given
Telex: 16592 manbw dk
Telefax: +45 33 85 10 30 MAN B&W Diesel A/S
E-mail: manbw@manbw.dk Reg. No. 39 66 13 14
www.manbw.dk P 363-00.01
NOx Emission Control

Using Ultrasonic Homogenizers for ships and power plants

with two-stroke low-speed diesel engines
 Primary methods
How to meet the IMO NOx limits

RESON Ultrasonic Homogenizers
can be applied to all heavy fuel oil
combustion systems using fuel
viscosities up to 700 cSt at 50°C.
RESON Homogenizer Systems are
based upon modular standard units.
Systems are available with capacities
from 2,000 kg/hour up to 20,000
kg/hour.
The on-line homogenizing unit elimi-
nates the need for storage tanks. The
emulsion is produced exactly as
needed so that no unused emulsion
can remain in the system long
enough to reach the segregation
stage.
Moreover, the system is hydraulically
passive, as the oil passes no pumps
or nozzles on its way, and the oil
pressure therefore remains almost
unchanged throughout the system.
Each homogenizer unit can be indi-
vidually disconnected. In this way the
multi-unit systems can be used for
a wide range of emulsion flows.
It is also possible to remove a
homogenizer unit for repair while
the other units are operating.
The external connections are a fuel
inlet, a water inlet, an emulsion out-
let, electrical mains power and a
number of electrical control signals.
A system may be constructed to
comply with uniform Building code
up to a seismic factor zone 4.
 Primary methods
How to meet moderate local NOx limits

IMO regulations on NOx limits have
now been determined and are ex-
pected to be enforced in year 2000.
To meet NOx reductions between
30-50%, water emulsification is a well
proven solution.
Ultrasonic cavitation produces a wa-
ter-in-oil emulsion with water droplet
sizes of about 3µm or less.
• Ultrasonic homogenizers are
characterized by a high level of
operational safety with only one
moving part.
• Designed for operation on HFO
and water emulsion.
• Water form: Freshwater generator
and water mist catcher on engine.
• High pressure operation up to
16 bar.
• 20 years of operational experience.
• Modification of engine components
such as fuel pumps, camshaft and
control system.

From centrifuges

Heavy fuel Diesel

Venting tank oil oil
service tank service
tank

Homogenizer

Engine

Circulating Supply
Preheater pumps pumps
Full flow filter
Fresh water supply
 Case Story, MAN B&W Two-Stroke MC Engines
with Water Emulsification

A power plant installed on the island
of Guam provides an excellent exam-
ple of the commercial potential of
employing primary NOx control
methods.
The two prime movers are a two-
stroke low speed MAN B&W
12K80MC-S diesel engines develop-
ing 40 MW each, and the NOx limita-
tion is specified as 950 ppm at 15 per
cent oxygen. As the uncontrolled NOx
level was expected to be around
1800 ppm, it was decided to use the
water emulsification technique, with
50 per cent water added to the fuel.
In November 1994, the engine was
put through extensive shop testing,
both with and without water, and us-
ing different types of fuel nozzles.
As the results in Fig.1 show, all emis-
sion limits were comfortably met, with
a very moderate fuel penalty. It goes
without saying that the engine per-
formance parameters were accept-
able. The plant was commissioned in
the second half of 1995.
The first commercial application of In order to avoid cavitation and boil-
NOx control on an engine of MAN ing-off in the low pressure part of the
B&W design was for a 20 MW station- fuel oil system, a closed, pressurised
ary power plant in Puerto Rico. This system is used. Furthermore, a water
plant, which also uses water-in-fuel dosage system and a homogeniser
emulsification, was commissioned way are installed.
back in 1984, and was to comply with
the Federal rules of the US-EPA. Viscosity increases when water is ho-
mogenised into the HFO. This factor
The prime mover of the plant, a also places various demands on the
7L90GSCA engine, has an uncon- external fuel oil system. How much
trolled NOx level of some 1150-1200 the viscosity increases depends on
ppm. the fuel quality and the viscosity in-
dex. The viscosity requirement of the
The EPA rules permit an emission of engine inlet remains at 10-15 cSt.
600 ppm, at 15% O2, for engines with
a thermal efficiency of 35%. Fig. 2 shows the relationship between
viscosity relative to pure heavy fuel
Since the rules permit a proportional oil and water content of the emulsion
correction for higher thermal efficiency, for ordinary heavy fuels. The relation-
the limit for this engine was approxi- ship is shown for the temperature
mately 770 ppm. Water emulsification range of 100°C to 150°C and for
of the heavy fuel oil was therefore cho- water contents from 10% to 33%
sen as the primary NOx reduction by weight.
method.
Water-in-fuel emulsion is a viable
Compliance with the US-EPA regula- way to meet NOx emission limits in
tions for NOx emission (at that time) was areas where SCR is not required by
achieved by using a water/heavy fuel oil site limits.
emulsion with around 22% water.

NOx – ppm dry at 15% O2 Viscosity versus water contents

1000 1000

900

800
% viscosity increase

700
100
600

500

% Load
0
50 60 70 80 90 100
10
HFO limit 0 10 20 30 40
Measured HFO Water contents %W/W fuel emulsion
Measured DO

Fig. 1 Fig. 2
 Company Profile

RESON was established in 1976 and

has developed into a world leading
company in underwater acoustic
transducer and sensor technology.
Besides ultrasonic homogenizer
systems, RESON has capabilities
in design and manufacture of:

Sonar systems for mine counter

measures, planning of oil & gas pro-
duction facilities offshore, inspection
of man made structures on the
seafloor and seafloor mapping.

Transducers and reference

hydrophones for a wide range of
applications such as navigation,
communication, distance and velocity
measurements, calibration and refe-
rence measurements.

Industrial products, in particular

high power ultrasonic applications for
homogenizing, cleaning and washing
processes.

RESON has a worldwide customer

base in industry, offshore operators
such as dredging and survey compa-
nies, laboratories, universities and in
the defence sector.

RESON products comply with the

strictest quality assurance require-
ments and are manufactured in
accordance with the standards of
AQAP-120.

More than 30% of RESON’s staff are

allocated to R&D projects covering
such technologies as acoustic and
finite element transducer modelling,
data acquisition and dataprocessing,
software and electronics.
 MAN B&W Diesel A/S
RESON A/S Teglholmsgade 41
Fabriksvangen 13 DK-2450 Copenhagen SV
3550 Slangerup Denmark
Denmark Telephone: +45 33 85 11 00
Telephone: +45 47 38 00 22 Telex: 16592 manbw dk
Telefax: +45 47 38 00 66 Telefax: +45 33 85 10 30
E-mail: reson@reson.dk E-mail: manbw@manbw.dk
http//www.reson.com http://www.manbw.dk