CLASS GUIDELINE

DNVGL-CG-0283 Edition December 2018

Calculation methods for shaft alignment

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DNV GL AS
FOREWORD

DNV GL class guidelines contain methods, technical requirements, principles and acceptance
criteria related to classed objects as referred to from the rules.

© DNV GL AS December 2018

Any comments may be sent by e-mail to [email protected]

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In this provision "DNV GL" shall mean DNV GL AS, its direct and indirect owners as well as all its affiliates, subsidiaries, directors, officers,
employees, agents and any other acting on behalf of DNV GL.
CHANGES – CURRENT

Changes - current
This is a new document.

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CONTENTS

Contents
Changes – current.................................................................................................. 3

Section 1 General.................................................................................................... 5
1 Objective..............................................................................................5
2 Scope................................................................................................... 5
3 Application........................................................................................... 5
4 Abbreviation list.................................................................................. 5

Section 2 CFD analysis............................................................................................ 6

1 General................................................................................................ 6
2 Geometry............................................................................................. 6
3 Modelling............................................................................................. 6
4 Acceptable assumptions...................................................................... 7
5 Definitions........................................................................................... 7
6 Influencing parameters or conditions................................................ 10

Section 3 Stern tube bearing contact modelling................................................... 12

1 General.............................................................................................. 12
2 Modelling requirements..................................................................... 12
3 Mesh requirements............................................................................ 13
4 Load cases......................................................................................... 14
5 Results............................................................................................... 14
6 Evaluation criteria..............................................................................16

Section 4 Alternative method for calculation of oil film thickness.........................17

1 General.............................................................................................. 17

Appendix A CFD report recommended format....................................................... 18

1 General.............................................................................................. 18
2 Main particulars............................................................................... 18
3 Operating conditions........................................................................ 19
4 Geometry definitions........................................................................ 19
5 RANS/CFD model............................................................................. 19
6 Results............................................................................................. 19

Appendix B Laser measurement............................................................................24

1 Laser measurement layout................................................................ 24

Changes – historic................................................................................................ 25

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SECTION 1 GENERAL

Section 1
1 Objective
The propulsion line aftmost bearing life can be extended and maintenance cost reduced by using more
comprehensive shaft alignment calculation methods for the load on the bearing. This guideline is a
supporting document for the DNV GL Shaft align(2) class notation.
The objective of the computational fluid dynamic (CFD) calculation is to estimate and assess the maximum
shaft forces and moments induced by hydrodynamic propeller loads which shall be used as input to the shaft
alignment analysis at design and off-design conditions.

2 Scope
The class guideline provide details of methods used to carry out viscous CFD calculations to predict the
hydrodynamic propeller loads and finite element analysis (FEA) to estimate the propeller shaft aft bearing
contact pressure. In addition, an alternative for aft bearing lubrication criteria for exceptional aft bearing
designs and logic for laser based measurement are provided.

3 Application
This guideline may be applied to calculate propeller forces and aftmost bearing pressures for the DNV GL
rules for shaft align class notation, Shaft align(2), see DNVGL-RU-SHIP Pt.6 Ch.2 Sec.10.

4 Abbreviation list
Table 1 Abbreviations

Abbreviation Description

FEA finite element analysis

CFD computational fluid dynamics

CG class guidelines

COG center of gravity

MCR max continuos rating

RANS Reynolds-average Navier-Stokes

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SECTION 2 CFD ANALYSIS

Section 2
1 General
The geometry and CFD model shall be of sufficient detail level and quality to represent the dominating
physical effects needed to obtain shaft forces and moments of satisfying accuracy, considering the objective
of the analysis, which is to predict the bearing loads.
DNV GL has a considerable amount of ship scale measurement data from various ship types and
corresponding CFD computations. This will be used in the approval of submitted measurement and analysis
reports.

2 Geometry
The geometry shall represent the as-built design of the hull, appendages and other geometry features that
may influence the findings of the analysis. Any assumptions to geometry features that may and may not be
considered of importance, as well as the reason why, should be included in the analysis report.
Both port and starboard side of the ship shall be modelled.
Typically, features that shall be included are:
— hull geometry
— propeller with hub
— nozzles
— gondola
— shaft
— bracket and struts
— rudder
— tunnel thrusters
— stabilizer fins
— bilge keels
— any propulsion improvement devices that may influence the results such as:
— ducts
— pre-swirl stator
— vortex generators
— propeller boss cap (PBCF)
— etc.

3 Modelling
The model shall be sufficiently large in extent to avoid influence from the boundaries on the results of
interest. Boundary conditions shall be selected so that the physics in the far field is representative to the
objective of the calculation. At least one pressure outlet condition should be included to ensure correct static
pressure in the model.
The mesh shall be sufficiently refined to resolve expected flow features and the propagation of these features
to a level where the results no longer respond to refinement.
A grid sensitivity study should either be made, or justified through reference to previous similar studies.
Typical flow features in need of special attention is large scale separation and vortices from any appendages
or hull details that may be convected to locations at or close to locations within the reach of the propeller
blades. To resolve the boundary layer, a prism layer of sufficient resolution and thickness shall be used
around all no-slip surfaces.
The mesh and boundary conditions shall be documented.

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Turbulence models and other models directly affecting the field variables should be justified and referred to in

Section 2
the report.
The propeller shall be modelled as physically rotating in the frame of reference under consideration, and a
time-step sufficiently small to capture the static loads should be applied.

4 Acceptable assumptions
Reasonable simplifications and assumptions may be applied and stated in the report. Typical examples are:
— Gravity has no or negligible effect on the resulting velocity field.
— Deformations of shaft and propeller has negligible impact on the forces and moments.
— Turbulence may be represented by a RANS closure model.
— Cavitation is assumed not to influence the results.

5 Definitions
Table 1 Symbol list

Symbol Definition Unit

Fx force in axial direction N

Fy force in transverse direction N

Fz force in vertical direction N

Mx moment around axial direction Nm

My moment around transverse direction Nm

Mz moment around vertical direction Nm

ΦP angle between upward vertical and propeller generatrix Degree

θn phase angle of order n Degree

A0 force mean value N

n order of harmonic

an amplitude of harmonic N

Ta draft of the aft perpendicular m

Tr draft of the forward perpendicular m

Tm mean draft defined as (Ta+Tf)/2 m

Trim Tr-Ta m

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 Section 2
5.1 Coordinate system
Coordinate system shall be defined and reported, an example of coordinate system is given in Figure 1:

Figure 1 Example of coordinate system

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 Section 2
5.2 Moments and forces
The results from the load calculations should be given as mean values and harmonic components according
to the following convention:

(1)

where:

= angle between upward vertical and propeller generatrix

= phase angle of order n
= mean value
= order of harmonic
= amplitude of harmonic n

5.3 Draught
The vessel draft to be used in the calculations are:

Ta = draught at the aft perpendicular

Tf = draught at the forward perpendicular
Tm = mean draught defined as (Ta - Tf)/2

Trim = Tf - Ta

5.4 Ship's motions

Basic ship's motions are displayed in Figure 2, see also DNVGL-RU-SHIP Pt.3 Ch.1 Sec.4 [3.6].

The turning characteristics can be directly computed in the propeller load computation or imposed as motions
taken from either ship trial, models tests or separate manoeuvring computation. The background of the
imposed motions should be justified and presented in the report.

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 Section 2
Figure 2 Basic ship's motions

In calculation of turning conditions the following definitions should be used:

Heading = direction of vessel's centerline displayed by compass

Course = direction of vessel's velocity COG
Drift angle = angle between the course and heading
Yaw rate = rate of the vessel's rotation about Z axis in above figure
Tangential = linear speed of vessel through water (STW) during an angular motion measured at any
speed arbitrary instant.

6 Influencing parameters or conditions

6.1 Operating conditions

See DNVGL-RU-SHIP Pt.6 Ch.2 Sec.10 [7.2.2].
The rpm/pitch at each time instant during the turn should follow the design engine load limit curve or
predefined load limit for the actual condition. The rpm should not exceed the maximum rpm of the drive
train.
If the vessel is subject to continuous operation with a partially submerged propeller, this condition should
be included in the analysis as a straight ahead condition. Limitations to maximum vessel speed and/or
rpm/power as well as minimum propeller submersion shall be stated. Iterative calculations in order to
accommodate worst operating conditions may be necessary.
A representative turbulence model shall be stated, justified and applied.

6.2 Computational results

The maximum static propeller loads on the shaft during the turn including at least one harmonic component
of blade rate at the point in time where the static forces and moments peak shall be presented according to
the defined coordinate system in a table format.
Static loads are found by processing the dynamic loads over a time trace covering at least one propeller
revolution. A proper harmonic analysis method shall be used and a general description of the procedure shall
be presented in the report.

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The report should contain at least:

Section 2
— main particulars of ship and propeller including definition of propeller coordinate system
— operating conditions and definitions including possible limitations
— torque limit curve as a function of rpm of the propulsion motor
— geometry definitions
— description of physical models and justification of their appliance
— mesh characteristics including snapshots of the most important areas
— boundary and initial conditions
— assumptions
— results for all operating conditions:
— forces and moments for all 6 degrees of freedom in the origin of the propeller coordinate system
— time series for all components for one revolution where the peak loads occur
— thrust variation per blade as a function of circumferential position for the same revolution as above
— pressure distribution, excluding the effect of gravity, on the entire propeller from back and face side
when one blade is located at 12 o'clock position
— pressure distribution, excluding the effect of gravity, on the aft ship at the same time instant as above
— total wake velocity field including the propeller action in a plane upstream of the propeller , typically a
distance of 20% of the propeller diameter
— pressure and velocity magnitude should be presented on all surfaces in the domain, including bounding
surfaces
— conclusions including a short justification of the results.
See App.A for illustration of an example and recommended format.

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SECTION 3 STERN TUBE BEARING CONTACT MODELLING

Section 3
1 General
Calculation of hydrodynamic propeller loads by use of CFD gives forces and moments in the plane of rotation,
not only in vertical direction. By using contact elements between the shaft and bearing surface in a model
of the shaft system, it is possible to calculate the gap in 3D. The gap is defined as the clearance between
the shaft surface and the bearing surface, and is a measure of the shaft vs. bearing misalignment (not the
oil film thickness). It is possible to visualize this gap with contour plots for the bearing surface. The gap and
gradient of gap is important for evaluation of the bearing load capacity. Both relative slope and area with a
gap less than a given value will be used. A larger load carrying bearing area gives less edge pressure and
thereby better bearing performance and reduced risk of premature bearing failure.
The aft stern tube bearing contact modelling, as presented in this guideline, is an advanced methodology
used to optimize designs considering extreme propeller forces. The methodology has been developed over
several years by DNV GL based on research and numerous troubleshooting cases on actual installations.

2 Modelling requirements
The model of the propulsion shaft system shall be a complete model of the low speed shaft line, either
including the engine bearings or the output gear shaft bearings.
The minimum requirement is to make a 3D model of the two aft most bearings. For a single stern tube
bearing configurations, this means that the aft intermediate bearing should be modelled in 3D. For
conventional ship designs it is sufficient to model the two stern tube bearings only in 3D. The bearing support
structure can be assumed to be infinitely stiff. The hull structure is by far more stiff than the deflection of the
shaft, and modelling the complete hull will cause an unnecessary large model. Therefore, it is acceptable to
do this simplification. An exemption from this could be when the aft bearing is supported by struts or the aft
stern tube hull structure is particularly slender. Then these structures should be included in the model.
All bearing offsets and sloping (vertical and horizontal) in accordance with the shaft alignment calculation
shall be included in the model. It is not necessary to model the bearing white metal layer. However the
sloped bearing surface and the bearing oil grooves shall be included. The shaft outside the 3D bearings can
be beam elements if a proper connection between beam and solid elements are made. The representation
of the other bearings shall include the bearing clearance. Normally the intermediate bearing, the gear
output shaft bearing and the engine bearings have downward acting forces from the shafts and the bearing
clearance can be represented by a deflection. The figure below shows a typical model of a shaft line system.
In a simplified model as shown in Figure 1 the propeller is represented with a mass element in the COG
of the propeller. The correct propeller mass adjusted for buoyancy shall be applied. The propeller loads
(moments and forces) shall be applied in the COG of the propeller, see Figure 2.

Figure 1 Simplified FE-model of propulsion shaft system

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 Section 3
Figure 2 Simplified FE-model of propulsion shaft system, stern tube

3 Mesh requirements
The mesh shall be made sufficiently fine to capture pressure gradients between the shaft and the bearing.
The same mesh size should be used in the axial direction of the bearing giving square elements. In areas
were contact is not expected a less dense mesh can be used. It is recommended to do a check of the
element size by refinement. The refinement should have small influence on the results. The same mesh
density shall be used for the 3D shaft inside the bearing. Preferably there should be a node to node match for
the initial model. A typical mesh is shown in Figure 3.
On an indicative basis, an initial mesh division of 100 elements around the circumference is expected to be
suitable.
20-node brick elements should be used. This is normally the best type of elements to be used for curved
surfaces. 10-node tetrahedral element may also be used, but dependent of the contact element formulation
this may lead to a requirement for significantly finer mesh to obtain the required quality of results.

Figure 3 FE-model, typical bearing mesh

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 Section 3
4 Load cases
In addition to the load cases defined in the rules DNVGL-RU-SHIP Pt.6 Ch.2 Sec.10 [7.2.2], a load case with
a downward bending moment of 30% of nominal torque should be calculated. This will be a reference case
for the CFD load cases, and a reference to the shaft alignment calculation with 30% downward propeller
moment and minimum speed from the oil film criteria given in DNVGL-RU-SHIP Pt.4 Ch.2 Sec.4 [2.1.6]. The
calculated maximum contact pressure in the CFD load cases will be compared to the 30% downward case.

5 Results
Contour plots with contact pressure, penetration and gap (clearance between shaft and bearing surface) for
all load conditions shall be reported. It is recommended to use 40 µm as a maximum contour limit to be able
to evaluate the gap pattern. Typical plots for a comparison between a single slope and a double slope bearing
is shown below.
The reason for setting limits on the penetration and having a maximum value for the contour gap is based
on a typical minimum oil film thickness of 20 µm. However, this size should be seen together with the
penetration values. More penetration will give larger contour gap areas. The size of the gap area will show
how the shaft surface is aligned with the bearing surface.

Figure 4 Contact pressure, typical difference between single and double slope

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 Section 3
Figure 5 Contour plot corresponding to Figure 4, gap between shaft and bearing surface, gap
contour < 40 µm

Calculated maximum contact pressure for the extreme propeller load conditions from CFD predictions shall
be compared to the contact pressure for the 30% downward condition. It is required that the 30% downward
condition fulfils the bearing lubrication criteria given in DNVGL-RU-SHIP Pt.4 Ch.2 Sec.4 [2.1.6]. Also, the
gap contour plots for the extreme load conditions should be carefully evaluated. In these conditions the
shaft could be in contact in both rear and front end of the bearing and the gap contours will reveal the shaft
position in the bearing. If the shaft contact is in diametrical opposite positions in the rear and front end of the
bearing there will be a significant increase in contact pressure and risk of bearing damage during extreme
propeller load conditions.
An aft stern tube bearing, designed for extreme load conditions, will require some iterations before an
optimized design is achieved. Results from two different designs shall be reported to document the sensitivity
to design changes in way of change in maximum contact pressure.

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 Section 3
Figure 6 Contour plot with gap < 40 µm, MCR load condition

6 Evaluation criteria
The maximum calculated contact pressure is dependent of several parameters such as contact element
formulation/settings, shaft material, bearing material and mesh size. The mesh size effect should be
eliminated by sufficient fine mesh, but the other parameters could be different between finite elements
solvers and choice of material. Therefore, this guidance does not give an absolute value for the maximum
contact pressure. However, the maximum contact pressure shall be checked against the 30% downward
load case (where an oil film is retained). Increase in maximum contact pressure during transient turning
conditions should preferably not exceed 1.5 times the results from the 30% downward load case, however
maximum contact pressure up to 2.0 times may be acceptable.
The results for maximum pressure should be seen in comparison with the gap contour plots. The gap
gradient (rate of gap vs distance) will be a measure of the relative slope between the shaft and the bearing.

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SECTION 4 ALTERNATIVE METHOD FOR CALCULATION OF OIL FILM

Section 4
THICKNESS

1 General
The DNV GL rules DNVGL-RU-SHIP Pt.4 Ch.2 Sec.4 [2.1.6] specify an analytic formulation for calculation of
oil film thickness. For complex bearing geometries, such as trumpet shape, the analytic formulation is not
applicable. Further, we have also experienced that the model becomes too conservative in case the bearing
geometry consists of three sloped segments or more. In such cases, more sophisticated models for prediction
of oil film thickness should be used with a more direct use of the Reynolds equation (less simplifications
than in the analytical formula). The applied theory with simplifications should be described and justified, and
simplifications vs. the Reynolds equation should be specified.

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APPENDIX A CFD REPORT RECOMMENDED FORMAT

Appendix A
1 General
The below example is given as guidance and inspiration and is not meant to be a complete report.
Justification of the chosen methodology, assumptions, definitions and solution should be presented and
discussed in detail in the final report.

2 Main particulars

Table 1 Main particulars

General

Design Vessel type

Yard Example shipbuilding

Hull

Length, p.p. 200.0 m

Breadth moulded 30.0 m

Design draught 10.0 m

Scantling draft 12.5 m

CB 0.78

Main engine

Make Example engine manufacturer

Model Example model

Type of engine Two strokes

Number of sets 1

Number of cylinders 6

Propeller

Number of sets 1

Make Example propeller manufacturer

Direction of rotation Clockwise seen from aft

Type Fixed pitch

Number of blades 5

Diameter 5.0 m

P0.7R/D 0.70

Ae/A0 0.57

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 Appendix A
3 Operating conditions

3.1 Straight ahead

Speed Power
Conditions Draught aft Entrance RPM
[kn] [kW]

100% MCR Design 15.0 12000 10.0 85.0

3.2 Turning
Entrance Speed Power
Conditions Draught aft Entrance RPM
[kn] [kW]

100% MCR Design 15.0 12000 10.0 85.0

3.3 Other conditions

E.g. crash stop test or partially submerged running.

4 Geometry definitions
Description of geometry and justification of exclusion of geometry features.

5 RANS/CFD model
Documentation of the domain, mesh, boundary and initial conditions and justification of chosen physical
models and assumptions.

6 Results

6.1 Actual operating conditions at peak loads

Table 2 Operating conditions at the peak propeller loads

Speed Draught Yaw angle Yaw rate Drift angle RPM

Condition
[m/s] [m] [deg] [deg/s] [deg] [1/min]

Straight ahead 7.72 10.0 0.0 0.0 0.0 85

Starboard 6.17 10.0 -25.0 -1.11 -15.8 68

Port 6.32 10.0 26.0 1.22 16.8 67

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 Appendix A
6.2 Harmonic analysis
Table 3 Forces and moments at MCR, design draught

Mean n=1xz
an θn [deg]
Thrust [kN] 1200 120 -60

Torque [kNm] 1800 180 120

Fz [kN] 350 420 40

Fy [kN] -200 350 100

Mz [kNm] -1400 700 -150

My [kNm] -1200 600 -80

Symbols are defined in Sec.2 Table 1.

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 Appendix A
6.3 Time series at peak loads

Figure 1 Thrust coefficient per blade during one revolution

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 Appendix A
Figure 2 Forces during one revolution

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 Appendix A
Figure 3 Moments during one revolution

6.4 Pressure distribution

The pressure distribution, excluding any effect of gravity, shall be plotted on face and back side of the
propeller as well as the aft ship at when one blade is positioned at 12 o'clock.

6.5 Total wake velocity field including the propeller action

Wake field including the propeller action on a plane 0.2 D in front of the propeller shall be presented.

6.6 Discussion and conclusion

A conclusion and brief justification of the result should be presented.

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APPENDIX B LASER MEASUREMENT

Appendix B
1 Laser measurement layout

Figure 1 A typical laser sighting process with 0-0 offsets measured in way of the aft and forward
seal flanges

Note:
The number of measurement points applicable inside bearings and stern tube housing are detailed in DNVGL-RU-SHIP Pt.6 Ch.2
Sec.10 [9.2.1]

---e-n-d---o-f---n-o-t-e---

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CHANGES – HISTORIC

Changes – historic
There are currently no historical changes for this document.

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 About DNV GL
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