-

F Ii I I I I) HI.JLL VIBRATION
by

F. H. TODD, B.Sc., PH.D.,

l'ice-President, Royal Institution of Naual Architects, Lortdon
ftlrrttbt,t', Society of Naual Architects and Marine Engineers, New York
^Superintendent, Ship Diuision, National Physical Laboratory

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LONDON
EDWARD ARNOLD (PUBLISHERS) LTD
 @ F. H. ToPo 196l
First Published 1961

PREFACE
V 'r'roN is a subject of continual interest to naval architects, ship-
r rr t( n
lr iltlcrs, marine engineers and shipowners. Its presence can ruin the
rr

r(:l)Lrtertion of a passenger ship and seriously impair the fighting efficiency of

r warship, and its avoidance should be one of the aims present in any
tlcsisner's mind when engaged in planning a new ship.
'l'he literature of naval architecture contains many papers on vibration
r;cuttcred through the transactions of the different societies and institutions
irncl in the technical press. It is the author's hope that by bringing together
t
our present knowledge into a single volume he will enable the busy practi-
tioner to avail himself more easily of this wealth of information.
'fhis book makes no pretensions to being a complete textbook on vibra-
tion. It is strictly utilitarian in its aim, and has been written with the needs
o l' the practic al naval architect and shipbuilder always in the forefront of the
:ruthor's mind, and is confined essentially to the vibration of ships'hulls.
Ncvertheless, sorne theoretical basis must be laid if the reader is to be able
grroperly to appreciate all the factors involved in what is essenti ally a
,rra thematical problem.
The plan followed in the book has been to discuss generally the vibration
roblem as it especially concerns ships, the types of vibration and their
iruses, and then to set out briefly, but it is hoped clearly, sufficient of the
rrr:rthcmatical basis to enable any reader to appreciate the complexity of the
,r'ol'rlcnt and the methods developed towards its solution. Then follows a
Irort historical account of the work of the pioneers of the past, for we can
:rnr rtruch from history. The methods of estimating hull frequencies both
,,y tlctailcd calculation and by ernpirical formulae are described, some
r orrnt is given of the measurements made on actual ships and the cal-
rl,r lt't I ir nd observed frequencies then compared.
!lrt' rrrcthods of prevention and cure of hull vibration are discussed,
,lrrrlirrl', changes to propeller design and to the clearances around the
, , ,lr('llrr , :l n(l the use of vibration dampers, neutralisers and elastic

r tttt I I I I l":, .

t'llt'rtlrttion of vibration frequencies for such a cornplicated structure

I ltt'
, ,r :,lrip's ltttll involves much arithmetical labour, especially for the higher
It, r;u('nt'ics. 'l'hc increasirg availability and versatility of analogue and
l'tlttlorl ltt Nttttltcttt lteluntl ol 'l'hc Llnloer slt les Press' Dc[tt'tt ,lt;'rl,rl t'lt't:tr'()lric computers have added a new tool to the naval architect's
tntl botttttt ot lhth hy the Pltman Prcss
r rf trtptttt'ttl ltr rcducc the time and labour necessary in such caiculations and,
rtt,l, r rl. l,r nutkc thc more complicated ones even feasible. The possibilities
 I

VI PREFACE

of thesc develcpments are discussed briefly and references given for a mor
complete study of their further potentialities.
The available data on ship vibration have been surveyed, and are given in
as complete a form as possible, so that the reader may make use of them in
any way he may desire, and there is an extensive bibliography to guide
further study of the subject.
The author has been engaged, among many other tasks, upon vibration CONTENTS
research on ships for some thirty years, and in that time has consulted many
people and many original papers. Acknowledgement has been made in the
text to those to which specific reference is made, but he would like also to
fiunPrER I
express his indebtedness to all the other authors in this field whose work has ,yfinAPrER II ;:Hl Basis or ship vibration \WA
been an inspiration and help to him through the years.
To any young naval architect who may chance to read this book, I would 4''CnAprER III History of Ship Vibration Problems 35
add a word of encouragement. Despite all that has been done, we are still
,C,IAPTER
far from a complete understanding of ship vibratior, and if he should tal<e .,, IV Hydrodynamic Inertia Coefficients and Added Virtual
up the subject as one of his major interests he can be certain of meetin grnany I Weight 65
absorbirg and interesting technical problems. More than most branches
of naval architecture, perh&ps, it Iends itself to mathematical treatment, and (-'t ln I)'t'tiR V calculation of Natural Frequencies of a Ship's Hull 105
the progress of marine propulsion, of scientific equipment such as radar anrJ
the development of acoustically-operated weapons of destruction indicate ( 't lA l,'t trl( VI Mcasurement of Ship Vibration ruA
that the problems to be solved grow more complex and more important with
the passage of the years. ('nAt'n t( VII ('onrpirrison Bctween observed and Calculated
f "r'ctprcncics 152
F. H. Touo
('nAl, l t,t( VI II Iirrrpiric:rl I;onllLrlae for Calculating Hull Frequencies l6g

('t tAt, I'tit( IX ('rrlculrrtion ol'I-lull Response to Exciting Forces 20g

,,i -'"la n,rr* x f)ropcllcr-I.:xr.itcd VibratigUlro,iq) 251

('trAl''l lilt Xl Prevention and Curc of Ship Vibration 27g

( 'trAl''l l:R Xlt Collection of Rccordcd Cases of Ship Hull Vibration 327

llrrrr,t( x;ttApHy 347

Inrr x 357
I

Cnlprrn I
INTRODUCTION

l.l. Vibration has always been a subject of great interest to shipbuilders

and marine engineers, because of its adverse effects both upon the ship's
structure and upon the comfort of passengers and crew. With the increase
in complexity of the equipment of modern ships and its susceptibility to the
cffects of vibration,'the problem of avoiding vibration seems to be getting
rrrore rather than less difficult, despite all the research which has been
devoted to the subject over the years.
Vibration is also a problem which is more amenable to mathematical
analysis than are many of those connected with stips, and as such it has
exercised a certain fascination upon engineering minds. Nevertheless,
when we contemplate the complexity of a ship's strgcture and the many
possible sources of vibration which may exist on board her, it is not
surprising to learn that we are still far from the complete solution of all
problems in ship hull vibration. Much remains to be done, alike in further
Erpplications of new methods of mathematical treatment, in the model field
and upon full-sized ships, where alone the ultimate test can be applied as to
the adequacy of our technical progress.
With the increasing importance being attached to the absence of vibration
in warships for reasons of defence and offence, more and more time is being
rlcvoted to the subject by the navies of the world, and no doubt much of the
rrcw knowledge gained will be applicable in the field of ship design generally.

1.2. Types of Ship HuII Vibration

'l'lrp_yjfoA[on exferienqed on boarSl5$gs- may be divided broadly ipto
+---'
lwoclasses.
( lrr thc first tvDe. the wh
r ('Itnin rcvolqtio*qs of the

].'i.,;,,'';;l.i,:ffi..lffiffi;'*a'fthphpu--qe-nbe.cle-a.rLv-S9eu_byq_ighting
rr('lr :rl Ilrc lrow and sternj fli;
llr. r ('!olrrti()ns at which if occurs in relation ttl those required to be used in
'r rvr( (', lirr it is cluite impracticable to lun a ship in sucll .i condition for very
l, rni' witlrou,t loosening rivets and causinga tnarked detericration of fittings
n, r'r'n('r':rl.(-S.y_._t_:r!gtj9!,_aflee.Li-Uglhg_fvhglq_hffll_stlg.c!ur-g_,-ig_Igru.gg-.
\ f rrr ltttt111111.r'or rgs-aural-vibWlon.t 'In the second, isolated parts of the ship
 SHIP HULL VIBRATION TYPES, CAUSES AND MODES
c
or ccrtain fittings such as a bridge structure, a ry-as! o1.q parlgt qlp,l4tipg, ar rroughout each revolution. These varying forces are transmitted to the
iit into a state of vibration whidh, hlthough not in general in_any sense rrull tfr'rough both the shafting and the *ut.tlgiving rise to disturbing forcei
<Iangerous to itia ihip; can yE be very arrnoying to fassCngbii1nd crew and gyl!
equal to the nurnbqf-gt_fgygJElio:s
lr:r ving a trequency._equal 1ggltptr.d by
nuJnbqf-gt_fqY9J!{Lo_$s- ryLtiplied the
_in_warships may be most imp-or-ta{ igligyg!$ng- the proper us9 o!qayigg;. . gnitude of these forces can bEfpt-aow
irtrnrber of blid.r. f-Whilsi the magnitude be kept down
tional instrume+! r,a{4r-.qnd soq4l _qgy_lgqsr gqtr_dir_egtots 3nd ,sjmilar ).y careful attention to detail design and particularly to the clearances
ecluipment. su9[ v-{131i9y hctwcen propeller and hull, so-" rrrCh hydrodynamic disturbing forces have
to bc accepted as the penalty for mechanical propulsion.

,' 1.4. Natural Vibrations

tation of a high frequency forced or \ Th" fundamental features of vibration can be demonstrated by a simple
resonant hull vibration, in which case other remedies must be considcred. cxpcriment. Imagine a long steel beam, such as a steel straightedge, to be
_Resgnant vibration is a
much more serious problem with-whichlode.allhan-. supportcd on two knife-edges at about one-quarter ofits length from each
islocalvibration,aIthouehtheya.totheSamecauSe,
ses impossible to eliminate
such resonant vibration by adding material to the hull with a view to (\'

strengthening it, and attention must be paid instead to the source of thc t,
disturbirg force which is causing it. Some of these disturbing forces are
purely mechanical and can either be eliminated or at least reduced to
unimportant dimensions, but others are in some part of hydrodynamic
oygin and cannot be completely avoided.

1.3. Causes of Hutl Vibration

'fh
In so
hcavily and slams, with a resulting shudder which can be picked up by a
suitable instrument and shown to be a transient vibration of the hull. A <a

similar result occurs when the anchors are being run out if the cable is l ',li l . A rr rplr lrrtlc cru vc lor li'cc, damped vibration.
stopped more or less suddenly by cable brakes. The hull can bc felt to
vibrate for some seconds afterwards, and the frequency may bc mcasured. ,'ttrl, rvillr ;r snurll clcctt'ic ntotor n'lounted at its centre, the motor carrying a
But all such vibration is intermittent and not of nrajor importance. llyrvltt't'l lo wlriclt ciln bc etttachcd a small, out-of-balance weight. If now,
Continuous vibration such as leads to structural damage, personnel rvrllr llrt' tttol()r at rcst, thc centre of the beam is depressed a little and then
cliscomfort or interference with instrumcnt pcrformancc always has its t,'|,':t:.etl, il will vibrate in the vertical plane for some time, the amount of
origin in some gUkgf-Udagce pgltgdlg_lo-L9g. in the main engines, auxiliary !rrrr1r1'tttcrtt or amplitude gradually dying away.
nruclrinery, shafting or propellers. I t ciut thcrclilrc rclirrc bc rcduced iin any fhr!_amplitude were
ir{. |,',.rrlt.tl, rhg_lracaluould*haygthecharactersbwiln_Eigptelg$:provided
J particular case provided that the out-of-balancc forcc can be made smaller llt,tl lltt'iltitial displacement was not too large, the time interval between
(t by proper attention to the offending source. Thc trcatment will depencl ',lll ( t'',:,lVt, Vi[: n
upon the type of engine concerned, the number of cylindcrs, the auxiliaries ',u( ( t':,:;ivc swrngl
gtn_qJ?T1i gtlggttg! $_qa-lreg tne W4
1
\o wlrich may be driven off the main engine and n'lany other factors. The rurtl tlrc nrotio[
tion under such conditions is said to bE
unTef-suaii-coiioilions i.ri"iri;;,
h6 isochronous)-
a p.ryp.llql-U{q_bpit-i.lg are also a fruitFul sourcc of vibration. ff theyge lltltltlrt:l.tll.vibrationsinunittimeiscalledthefrequencyaMythe
rt not rrtitss_-blll !!:gcl, or r,','it)r'()cal of the period of the motion.
l'i'o othcrs. it per
nr t hc othcrs,
J'.r,rr Der lrr lhc above experiment, apart from the initial disturbance, the whole
-_
'cvolrrtion. Illvcn
i'cv,rlrrtion.
t-
I llvdn with
nritt, pcrfect propel6r ilt["i.iasp.E;,.tt*
a pcrfect ---,- .t rt-.^ c- bkrdes [re vrlr'rrtion takes place under the influence of natural forces-the weight of the
I
w-.,r'k in11 in L n-r ixccl wake bchind tlre lrull; and thp .force on each varies
r . r i r r rr I tt- -^^ ^^^L -,^-l^^
lx':rrr, the cress:sectiqn shape and the elast;c rr"onerties offiffiiGrial of---
r

4 sHrp HULL vIBRATToN TYPES, CAUSES AND MODES 5

yhich i! !q_made, !h9_p9!{i9!_of the points of support and th9_d4Erll4. G)
/@e thealmb*
"rd$li1i and movins tLe
_effects in the material itself. at- thE qupperlq_gEd of rLhe_-suuorrnding air or . [email protected]{ofthedisturbi,gforce,thebeamcanbe
other fluid. Such a vibration is therefore referred to as a 'natural' made to vibrate vertically in other patterns %_ryr@ having three, four or
.vibration and the cgrr.gsuonding freqtency is called e naturol freauency._ more nodes in the length, the natural frequenfriiloasing althe number of
We shall see that an elastic beam has many such natural frequencies nodes increases. The shape of the co
dep€ndent upon the type and number of the supports. vibration profiles will be as shown in Fi
1.5. Forcerl Vibrations
I node - (Tors io n a I on[r)
Returning to the experiment with the beam, if the motor is run at a steady
speed the out-of-balance weight will transmit a periodic disturbing force to

2 nodes
r,s
st Maximum amp/itude at poinb
I

\r
t,.
\&
\r
of resonance. where forcing
\ fr"quency is equal to a
nabural frequency of
sbructure
3 nodes

Frequency of discurbing force

Fig. 2. Relation between maximum amplitude and applied frequency.

the beam, which will then vibrate with a frequency equal to that of the
impressed force-in this case, numerically equal to the revolutions per 4 nodes
minute of the motor. In effect, the beam is forced out of its 'naturAl'
frequency of vibration into that of the impressed disturbance, and such
vibration is therefore referred to as forced vibration.
If the motor is run, successively, at a number of steady speeds, the
amplitude of the resultant vibration will be found to vary with the impressed Fig. 3. Vibration profiles for differerrt modcs.
frequency in the manner shown by Jh" curvc in Figure 2. The chief feature
of this curve is the marked peak in the amplitude whcn the frequency of the necessary conditions of support and qxcitation, can also be made to vibrate
disturbirg force is approximately equal to the free, natural frequency of the horizontally and torsion ally, the latter type being possible in a one-node
beam, 4S defined above. Such vibration is called synchronous or resonant pattern as well.
vibration, and it is this type which causcs most trouble in engineering
ructures and ships if it is allowed to develop. I y'. fmportance of Vibration on Ships
.6. Modes of Vibration 3!e greeter fhs ^",tltltud e greater are the strains-and
t lrcrefore the
ln this imaginary experiment with the simple beam, the latter remains at
rcst, so fa d, t tlg_Jly_o_!9ints at which i! it
strpportcd s are'6all9@, anil the beain is
be
saicl to rations. The points of maximum rtcl thcy are in addition to the stresses already present through the loacling
tt
anrplitudc between nodes are sometimes referred to as anti-nodes. ol' thc ship and the effects of waves at sea.
6 sHrP rrur.r- vIBRATIoN
Moreover, when the structure is a ship's hull, such vibration can be most
unpleasant for those on board, and in a passenger ship may seriously
embarrass her reputation with travellers. fn warships, and to some extent
also in merchant vessels, the constant addition of sensitive equipment such
otr, has given fresh emphasis to the need
lute minimum in order to allow such
devices to operate effectivg_ly. The {a_nge-rs from_ acqu-sJie_.aud_pJciq9re- CH.q,PTER II
ope rat.O -o.[iAsiy-e- yeapo n-$lf al s o " MATHEMATICAL
7, BASIS OF SHIP VIBRATION
general and upon the noise emiffiecf
which in many cases is associated wi y'N",o."I Vibration
therefore a very live and important p rn accordance with the statement in the preface that
is the subject of research and investigation in all maritime countries. this book has gLD been
L'ggII
ect, i i i. o t i n ten d e d t o g o
i:11'l* ::y r:T:1":1ofry,lr
#:,::j::tlly.1jl:Llh,:matics lcrrit in
gen.ol
l:T "T,.: vibr?r,ol .,,
Many.;rJ;
:_i.1,:*:3::i:,._1_lb,ook.r,h1r,
been produeed *fri9n -N;;;rrh.r#;
,:
;u il;t."?;H;;
'il:
::1*:::r,,1^":-y1^",*ish pu.:f b-the. subjecl
rr,zr*
4 ,DD! LlIg

::,rh-' 1ic th - v.
i r he s to r, u," u prop er
H::: ::l'::':l H':ptobJtms
:1?:1' heI :i wilt
witlr in
I
professional *"ri,;;
:tP:;:':.t*:l1! -.-.1 tris
*i"i*"m'1",*redge as crearry
,r.n 9 cl,llll

;las possible.
:T::i,lu',0:.:^::*
In general ::^p:._:i, .,1i' follows the
the presentation ;;;fr;a*".rJ"l'^ii
/,Relerence l.
Reference
fri fn"simplest case or"*@weight suspended
iPen
il1tryg,jgu." 4.
on a spring, Figure
a when the weieht is offi
weight ir aistrrr-EE-Eofris prosition of

{
y-ve
It
I y+v€
Fig. 4. Simple spnng system.

dso,i" : Y
: the road nege-sf ary to cause unit extensig{I.
o scc bibliograPhy' other references are similarly
marked throughout the book.
 8 MATHEMATIcS oF sHrP VIBRATToN I.IATURAL VIBR.ATIONS 9
Now suppose the weight is disturbed from its eqtrilibrium position, and let 'l rrc motion defined by equation (2.".4) is called simple harmonic motion.
its vertical position at any instant be !, measured vertically from the ll :rt time t - 0 the displacement and velocity of W arcyo and yo respectively.
equilibrium position and positive downwards. thcn we shall have
Then the force in the spring will be upwards and given by
lo: Ar
F-W*ky rrnd

From Newton's Law we can write io: P'42

Mass x acceleration : force in direction of acceleration

Az: lo ,
or p
wltence

y - yo cos pt + & sin pt. ( 2.!.7)

or pr- -/
Thc vibration therefore consists of two parts, as shown in Figure 5, the
nz:kg g actual motion of W being obtained by the addition of the two components.
If we write rWds, - (2.,1.1)

then b2 -p-y' ^ (2.1.2)

dF: ,' J= yo.cos pt
Thus the restoring force is always proportional to the displacement and of
opposite sign-i.e. it is directed towards the equilibrium position. It is
usual to write this equation in the form
b y"
dzY+ozv-o (2.L.3) y= pb
dtl'
LJ P i.sin
The general solution of this equation is
Y - L, cos Pt +.'{, sin ,r./'" (2.1.4)
where Ar, Az are arbitrary constants to be determined from the irritial
conditions of the rnotion.
o(
Hence the vertical motion of the weight W is of a vibratory character,
since the value of y is repeated every time pt changes by 2tr.
v
Fig. 5. */
The Period of the motion, z, is therefore given by
:t \
'l'lris total movement is also a shple harmonic motion, but the maximum
2tr
(2.1.5) rrrrlilr:rtc occurs at some ins'ant different from the maxima of the two
p
('( )lltpttncnts.
:2zr lV :2rrA//qr. . Wc can write (2.1.7) in the form I
rykg g..y'
v A(cos p/ cos a * sin p/ sin a)
The period thus depends only on the magnitude of the weight W and the -
spring constant k, and is independent of amplitude. It is the same as that - A cos (pt - x) ..2
for a simple pendulum of length equal to the static deflection. The
/
rvlrt'rc .A cos x: lo and ,4. sin e: b
frequency f i, given by p
1
7 :L - ZrNlG:1 ls- (2.1.6) tan&: io
W 2rrN ds, p!o
 FORCED VIBRATIONS 11
MATHEMATI CS OF SHIP VIBRATION
'l'lrt: complete solution consists of this particular solution together with the

A-^l l'.(:ncral solution when P : o, i.e. the solution for the free vibrations, as

"{*F
and ,
1'.,ivcn in (2.1.4). Thus
Thus the general solution can also be written in the form y Arcos pt * Azsin p/ + a;f. (2.2.6)
- *sin 9|
pe
-
!: cos (pt - o) (2.1.9) Tlre first two terms represent a free vibration of period 2rlp,whrle the third I
is a forced vibration of the same period as the applied force, namely zr,lool
where the amplitude of the total vibration is lffiJfr and the The amplitude of the forced vibration is given by
maximum displacement occurs at time t - nlp. fhe angle a is called the
'/
phase difference between the two components. ,/

r/.2. Forced Yibrations 4

{ Consider now the case in which a periodic vertical disturbing force acts on
the weight IZ, such as could be obtained from the motor with the unbalanced T
flywheel which was discussed before. If the maximum force is P the k (2.2.7)
component in the vertical plane can be represented by the quantity,
srnce
P sin art (2.2.1)
and the period and frequency of this alternating force will be given by
'l
rt:T2zr The first term in this expression for amplitude, Plk, represents the deflection
I
which would be caused by the maximum value of the disturbing force P

^d
acting on the spring as a constant, static force. The second term modifies
this static deflection because of the dynamic effects of the varying force
P sin a.l/ and the relationship between the frequencies of the disturbing
The equation for the forces
>'-=--
rs on the weisht
acting wpi W is now lorce and the free, natural frequency of the system, and is called the
,9 l-t p-a txil/

Y '4:W-(W+
dry
- (W + ky) + P sin arf.
magnification factor or the dynamic magnifier. Thus,
o dtz ,
Writing
6 ---v,-
n/. V ^
/<t
ffi.4^o'>^J i-r cl 't
magnification factor (2.2.8)
- -l :i
ff:, :'+
-r ' i far ct ' 1\ 'l' l'/'
i'"'12.2.31 r-v
.UJ

we have lr nd we see that it depends only on the ratio

I
# *
pzy - qsin arr. (2.2.4) c/) frequency of disturbing force
p frequency of free vibration
The particular solution to this equation is found by putting 'l'lrc variation in amplitude of the forced vibration with change in the
y-Asinr.;ot. l'rt:ciLrency of the disturbing force is shown graphically in Figure 6. When
Substituting in (2.2.4) llrc lrequency of the disturbirg force is small compared with the free or
rr:rtural frequency, i,.e. when @lp is small, the magnification factor is not
Awz sin art + Ap'sin arf
- sin alr rrrrrch greater than unity, and the amplitude of forced vibration is very
or rt':r rly equal to the static deflection of the spring under the maximum applied
r

A- = .// (2.2.5) lorcc P, i.e. to Plk.

pz-a)z' I
 FORCED VIBRATIONS 13
12MATHEMATICSoFSHIPVIBRATIoN
of
tlrc initial stages. If the displacement and velocity are taken as zero at the
As the ratio orlpincreases and approaches unity, i.e. as the frequency irritial instant when f.- 0, then ! :0 and ./ : 0. Hence from (2.2.6)
the disturbi.g force approaches the free or natural frequency of
the system,
the magnification factbi increases rapidll, uld when the frequencies coincide !t=o : At: 0
infinite. This is the
the *u'-goin"ation factor and the
!r=o: pAzcos p-t+fficos
amplitude become
:rnd ' qa) at:O
condition of resonance.
.:.*i"-rtp decreases, ar.d as olp
"*"""ar - the magnification factor
unity,
Hence
reaches large values
forces offrequencies
very small amPlitudes.
t2

lo
Dynamic
Magnlfier
Pnux
I
I llaximuilF --
T
t-T anolicudc',
Town
-t-

)<P at>P
) Fig. 7. Phase changes.
I
\ t--
'o
@l
I 2 3 4 5
a)q
:L
FregucncY of natural vibrvtion P
( , ,( Fig. 6. Dynamic magnifiers. ::,,,, srr rrstiruting ;; *mand A, in (2.2.6)
,tr' ' o, the ratio ar/p passes through the value unity or the condition
of
y- Q . (2.2.g)
resonance, the magnification factor changes sign' p2-@2\=(*ioa)t-gsinpr)
p '/
I lr,' r("rrrltirrg vibration thus consists of two parts, a free vibration varying
n'r 'rnr /r/ iuttl :r fbrced vibration proportional to sin alf.
,'\rr unporl:rnt case occurs when the frequency of the disturbirg force is
\ r r ! n('rrr l.y cc;ual to that of the free vibration. In this event,

Figure 7.
vibration
a)
- p' Yery nearlyt
In the abovc discussionifthe effects offorced vibration, the free ir r rr I \\,(. (':r rr rvritc
cxpressed by the first two terms in (2'2'6) has been neglected' In any p-a-2L,
practical problem the frcc vibration is rapidly- damped olt t:tl::1i:: rr lr,'r r' ,'\ is :t small quantity.
importance ,ti
9Y rn
one sort or unothcr, but it may on occasion be of practical
 MATHEMATICS OF SHIP VIBRATION
DAMPTNG 15
l4
The period of beating is 2rlL', and this increases as tll approachesiD, i.e.
since atlP is approximately unity, (2.2-9) becomes
;#' :rc we approach the condition of resonance.
y-
q
rot
- sin Pt) For the limiting condition when @ : p, we can write Af in place of
- pz
-
(r)o
sin Al in (2.2.10) and we then have
:fu["o,(ry)
-(sin r,i,,(ry) ,] y : - ycos alf. >
2ot
,, "' (Z.z.lL)

: -'#*cos(ry-)' .u
'l'he motion is then as shown in Figure 8(b) the amplitude increasing
indefinitely with time.
2q sin Ar This is commonl
or v: (p*u)(p-a) $crews-.rr , auxilEries runningEtE.. ]r*
2a sin Lt
f--+-.r--

similar conditions and also in local vibration where a local natural frequency
is close to that of the disturbing force.
taE
2cn2L'
1 :sin Ar cos
a (2.2.t0)
or v: 2o L,
c-lf- $. Damping
So far we have as
Since A is by definition a small quantity, the function sin
Ar has a large
but slowly with time. Hence the motion I irrc rts oT-n'TuiEit
I
period , ZrlL,, and so varies cfunditions, we have litude of a free vibration remains
,.p...ented by (2.2.10) can be looked uPon as a vibration of period 2rlco
constant and that the amplitude of forced vibration at resonance becomes
having a variable arnplitude given by Ar. The resultant motion inlinite. Experiment shows that neither of these two deductions are correct
#,sin irr nature-the amplitude of a free vibration is rapidly damped out, and
isshown in Figure 8(a) and the successive increase and decrease in ;rlthough forced vibrations under resonant conditions may assume large
amPhfggg is known yb:s,*s::# :rrnplitudes, these are in fact limited. It is evident therefore that we must
(a) rrrk ig.!l--
hcl the
rirrt or lubricated surfaces, air or fluid
r csistance, electrical damping, or internal friction in the structure itself due
ly.
'. ( friction force is proportional to the normal force
tt
F : pN (2.3.1)
wlr c re l; '.. friction force
a
N -.'normal force
t 2r
ru ttrI lt coeffi,cient of friction dependirg on the nature of the materials in

r-- contact and the roughness of the surfaces.

I
(b) lutl
I I

It r', ir',',urrrt'rl that pr is independent of velocity, and can thus be represented

-

v
l,\, tlr, lrrrt. /rC in Figure 9.(1)
I r;', rrrrrt'rrl shows that the force necessary to start movement is greater
rlr,rrr llr,rl r('(tlrired to maintain it, and so at rest a higher value of p is
t , ll, r rrr,' ;rr indicated by the point l. When the s.yrfa,ces_arg_plg!,,?,
'rV.)

, \1, r uu('nt :;hows that th" d

of f.ictior increase in
rr lor rty :rs irrrlicated by the"pqfii"i"rt
line AD. a
n$,. 1t rlrt. t';rsc.<tf-lyfuiccitec! sy5pgslrdf,Jf.i"tion force no longer clepends upon
llrl rrr:rlt'ri:rls in contact but upon the viscosity of the lubricant and the
Fig. 8.
 NATURAL vTBRATIoNs wITH vlscous DAMpING 17
16MATHEMATICSoFSHIPVIBRATIoN
llre equation of motion becomes
velocity of the motion. If a continuous film of lubricant is maintained,
,<
fi+ 2"fi+ pzy :o
then we can write (2.4.3)
F
d.01,
-N 'l'his is a linear differential equation with constant coefficients, and- the
and the force follows a line such as OE (Fig. 9). solution is of the form
If a body 6eves stowlv in a _viscorts .fluid or-if {Luid iq lor9e9 fbrguF,! y:e?t (2.4.4)
,rurro*-Tii?i"* ;. i" iitng-ftiqt'o" ulto "utiqt ^
wlrere r is a constant chosen so that (2.4.4) satisfies (2.4.3). Carrying out
ak or u is c o us damp ins'
E:!E{tr_y{_@;aEE@pe thc necessary substitution,

A A
fy l2rny * p'y : O
()r f+2rn*pz:O
F
NB rrrrd r: -n iJ"'4. -_ (2.4.5)
'l'hc discussion of this result falls into two parts, depending on the relative
rrrrgnitudes of n and p. I
o (o) n2 1 pz
Velocity
: \
Fig. 9. Writing ptz p2
- 22, which is always positive, (2.4.5) gives two I

complex roots
In the cases of motion in liquids at higher velocities, the friction force - -.r rL: -n + pi rz :
and \
variesasthesquareofthevelocity.Suchproblemscanoftenbediscussed
-tl - Pi
Substituting these two roots in (2.4.4) we obtain two particular solutions of I
(2.4.3). I
I
,,

The sum or difference of these two solutions with appropriate constants

will also be solutions, and we can therefore write :

lr: ! r",u + e",r) : Ate-nt cos p1,

function of the maximum stress
which can be found from the measurement of the hysteresis loop during )
:
elastic tests. ,r:
"2i *(e"r, - errr) Aza-,, sin prt

r,o thut the general solution is

X v Natural Vibrations with Yiscous Damping
i I -il, a -:w:,,r y :
e-"'(Arcos ?1, f /, sin prt). (2.4.6)
Referring again to Figure 4, let us assume that the weight zexperiences
to its velocity. Then the equatiorl 'l lrr constants Az are determined from initial conditions, and the
2tr, and
resistance or damping I'Jr"" p.opo.tional
of motion becomes l',rrl ol'thc expression in brackets is of the same form as that for free
\fl,rirtir)nc without damping, equation (2.1.4). It represents a periodic
Yd'Y -w
g dt' -(w *kv\-"+.
ilt
e.4.r) I rrrr, lton with a period z given by

This is the same as for the undamped motion except for the last term' !. r:Zn: p-:Z . l-.
c is a constant depending on the kind of damping and_is nttrnericalty
equal pr JV-_"r- p I "r' e.4.7)

,/to tt magnitude'of thJ damping force when

the velocity dyldt is lunity, 4'- e,
while "the n-egative sign indicatis tfiat the damping force acts in the opposite I |, I'r' r rtl frrr _the_undamped,free *vibrations is 2zr Ip, so that doy_pilq_lrgl
I ir

direction to the velocitY. tlt, , ll, r r 1f.inireast1g.llg.fgff If, however, n is small compared withp,
Writing ' : kg
pz and 2n: cg .(2.4.2> ' I lr, 1x'r iorl with damping is sometimes referred to as the 'quasi-period'.
w W
 NATUR.AL VIBRATIONS WITH VISCOUS DAMPING l9
18 MATHEMATICS OF SHIP VIBRATION
l'?or a given case where n and T are constant the ratio of yzly, is constant-in
the increase is of the second order, and in most practical problems it is other words
usual to assume that a small viscous damping force does not affect the sion. If we
tln+
period.
hes with time, liven numbe
From (2.4.10) we see that loge lz lt:
an -log" -nT
v
OT
b < "" :dii::;;
i.il'.,, tr,. naturar
logarithms of two consecutive
?z amplitudes. 5
1- Iror tlris reason, ftT is called the lo,g-orith*i,
ic{tn),-,rJ,b;siv
drrrr* the motion, and
lo
]1fi--ffirrfrfu l'r'om (2.4.7) lve can see that it A

t
is given by
P
I'

time
4
t t= i;- 2rr
,T:"
n
(2.4.tt)

Yol I I
Y
Jt-fr rv.,
3 As irr the case of undamped free vibratioo, equation(2.4.9) can be exprerssed
_+_ iri it single oscillating term, giving L +,
Fig. 10.
I
To find the constants 24, and A, in (2.4.6) suppose that at time t - 0 the v - ,- "'nl voz r Ot t :D' .o, (prt - q..

displacement ir _yo and the velocitY !o.

?f
(2.4.r2)
Then we find
and

i'o t
v
nyo
prr).
(2.4.8)

'
rvlrcre
(lt) P2
--UL
tan d, _ ,, + "!o .

- dis ussion, we assumed

ln the above
Pt! o

If now the reverse is

whence y - e-nt(yo cos p{ * sin (2.4.g)
Ir rrc, then the roots given by (2.4.5) are negative:
pr
The solution thus consists of two terms, each of which can be shown r- -nL
graphically, as in Figure 10. Srrlrstituting in (2.4.4) we find
The vibration curve is one of declining amplitude, being contained y - A, erfi * Az erzt (2.4.13)
between the enveloPes r" rlrr' ,','jncral solution of (2.4.3). We
y : *loe-nt see that this solution no lon
,/ r r rlrl.tttts lrny periodic terrn, and therefore no longer represents
and Y - -!oe-nt' I lr' ; rlrysic:rl n"* ;GG. thrt when
_ . , _.
It is tangential to these envelopes at the points where r l, lr,r lv is clisturbed from
its eQtiifi aiO releas-ed, it moves
l' " I l,\\':tttls its position of rest very gradually
t-g. . I ", 3t T
etc' .r rl'1 ,1lr ,t V
and never overshoots to give
2, ;,2r' ttttftion.
on each llr.r.llttt.olttatwhi"@oCcurSiscaIledthecritical,otu,t.
although these points are not those of the extreme displacement ,' tt,ttt,t, ,rrtrl is given by
swing.
n. The ratio n:P,
The rate of damping is governed by the numerical value of I 1 t2)
of the amplitudes of s.rccessive swings, from (2'4'9), is given by'
!, e- nh - n(tz-tr) : g- ttt r (2.4.10) (:criticar :ryp-ry
g ^lG -2lkw
w-'\ (2.4.14)
- e- nh -
e
\' I ry g
lt ,v/
 I

oti
FoRcED vlnnarrci(s wIpH'vlscous DAMPING 2l
_/
ir'. zo:^.' MATHEMATICSoFSHIPVIBRATIoN
I I lrc complete solution of (2.5.3)js therefore
Yibrations with Yiscous DamPing d
We now assume that a periodic vertical disturbing force acts
on the y : e-"t(Arcos prt f Arsin prt) * z4 sin @tt - *) (2'5i7)

weight W, the amount of tire force being

p and the vertical comPonent ng the factor e-n', represents the &ge damisd-
represented by iaty aisappear, whilst the second, of the same
P sin alf. (2.5.1) ng force, is the
of motion for the weight w is now herefore, the mo
The equation ).\

Y ry :
g dtL-
w
rl \" *' --'tt
- (w ky) - c4 *P sin art
dt
(2.5.2) (ail - d)

or, from (2.4.2), :P-E+sin(arl-or) (2.5.8)

2n!r+ pzv --Hsin arr (2's'3) "/(P'- t')'|
w 4a2n2
#* :Ps L sin (r-of a)
The general solution of this equation consists of the solution
of the corre-
* -
sponding equation when p :0 (i.e. of equation 2.4-3)
particularsolution of (2.5.3). The particulbr solution will
together
havc
with a
the form
n,J (, -_n[*ff
y Msin la,t*Ncosarf. (2.5.4) l;rom (2.4.2), f : kglW, so that we can write

Substituting in(2.5.3) we find, or equating coefficients

of sin art and cos ail:
A- T
k
Narz+zM@n+NP'-0
Mtf - 2Nctn * MP'.W:ry
dsr-?+ e.s.g)
from which
2ct'n
2n2
'/('-#)'*T ,/
))
'))-.r.r2
+ 4co (2.5.5) where dg1 : Plk: static deflection of Wunder the vertical force P/
p- -@-
: + Pg
)
a

and = llris cquation should be compared with (2.2.7), which gave the amplitude
W (r' +,
I
a),')' *4a 2n2 ,rl lirrccd vibration without da*pi"g.
Writing (2 ( a!sirngl eP( :ricodic;f un(ctio
)P(er: tion, let As in that case, the expression
COS a)rfS in a)
I )= A (ssin (t)
ottI cos d, OJ

(2.5.10)
Then A cos d.t-: +.M
A sin d. .N
llrc
t,, , ,rll,.rl f *amped forced
and r l,ltltutr,..
f of the same general form as that for
rr,l,rrl,, ,l nrotion, reducing to (2.2.7) in fact when n : 0. It now depends _/
Pg ,.l l\trr lrtl(tls: aZ
W )' (p' - ,')' { 4oznz
frequency of disturbing force -/'
1
lrr) !(:rlitt
P frequency of free vibration without damping
or
(2.5.6) n dampinB,*coefficient
,lrrl (lr; ll:rtio
N : frequency of free vibration without damping
and tand.- M
 ITORCED VIBRATIONS WITH VISCOUS DAMPING 23
22 MATHEMATICS OF SHIP VIBRATION
,,'l,,rr'trte, and the factor is extremely sensitive to changes in the value of
The latter in most actual cases is small in magnitude, but has a great tlrt' damping coeffi.cient, particularly if the latter is of small magnitude.
influence on the amplitude of the forced vibration. In particular,
when
'l'he maximum amplitude, moreover, no longer occurs when the
o): p, the amplitudl no longer reaches an infinite value, as in the case of
undamped *oiiorr, since o"ty the first tertn in the denominator of the lirrc'ing frequency equals the natural frequenc/, i.e. @lp
tlrt: case in undamped forced vibration.
- 1'0, as wis
magniflcation factor goes to zeto' \\'rrtirrg the magnification factor in the form
It is instructive to plot the magnification factor against the ratio ofused olp
for different values of the dampir[ t.r- nlp in a manner similar
to that
in Figure 6 for undamped vibiations. Such curves are shown in
Figure 1 1'
wt: lritvc

Magnilcicatign factor
-#)'++
I I
--t- _ tlZ 2at

L
o
{)
U
a ofr
\o
.rJ
s\) ,
[(,
\
$t Wlrcn M.F. is a maximuffi, this must i" ,"ro, so that
\\\'

#?:+er(r_un)
t,l

rt t t tl
'
Forcinq frequencY :T u)
I

Fig. 11. Magnification factors for damPed, forced vibration'

is small, then
(,) for maximum amplitude differs very little from the natural
(a) If the ratio of forcirg frequency to natural frequency, @lP,
is nearly unity, and in" ampiltude upproxi- 1,.
the magnification factor 1t nl,,',1 t'lruineering cases, it is sufficiently accurate to take @: p for
calculate the
mately equal to the static deflection. We can therefore rrl rlrnf r nr;lximum amplitudes, so that we can write frqrn equation(2.5.9)
a steady force'
deflection at any instant as that due to P sin a,r/ acting
as
that @lp is large, the
(b) when the forcing frequency is very high, so
snrall. In both \* A^u*:,lrr3 e.5.L2)
magnifi.cation facto, urd ,o ih. amplitude become very 2n
these cases (a) and (b) it will be seen that the curves in Figure l1 are very \\.lt.trr.(.()rtsicleredtheeffectoLonamplitude.
rpull, and no great errbr will be |.|ll,.lltl11,lrlrlKltttheeffectsSucham:iF-pn-,-'eanglLo.
close together, the effect of damping ir
though no damping were It,,1;1 (r'r.(t)
i;ir.auced if we calculate the u*ptitude as
present. tan q.
frequenc}, c ;2t" ,
(c) when the forcing frequency is nearly equel.to 1* natural
The curves also
- p--@'
then the magnification factor increases
".ry\apidly.
 'l lt A N li V IiRSE VIBRATION OF BEAMS 25
24 MATHEMATICS OF SHIP VIBRATION
For the three cases (a), (b) and (c) enumerated on page 22, we flnd the ft=o
following values for a: I

(a) Forcing frequency _ g

\/ <1.0,
Natural frequency p
then at 1 p and tan a is *o', so that a ( nl2.
Forcing frequency a)
(b) 1.0,
Natural frequency p
then a) p and tan a is ", so that a ) nlz.
ft)aso
(c)
Forcing frequency - :1'0, angle
Natural frequency p
too
then 0r - p, and tan d.- corand d:n12. d,
( 90
We thus see that the forced vibration always lags bclrind the disturbiog
force, the phase lag being less than 90o when thc tbrcing l-rcqucncy is below
the natural frequenc/, passing through 90o at resonancc ltnd lrcing grcater
than 90o for forcing frequencies above this point.
At resonance, the vibrating body passes through its middle position :.tt thc
instant when the disturbing force reaches its maximum value.
Figure 12 shows the values of a-ptotted for various values of otlp and nlP.
Near the point of resonance, a very marked change in phase takes place,
especially when the damping is sma|'l. In the limiting case when there is
no damping, i.e. n Q, there is a{ instantaneous change of phase angle
-
frqq,Q to r, as mentioned earltery' )F(
Transyerse Vibration of Beams
A ship is a particularly complicated engineering structure, and it is best to
2.O
consider first the vibration of simple beams of constant cross-section and
"i\
4 .-uniformly distributed weight. _-ct)
'5 Many years ago, Lord Rayleigh showed that, for a rod making free P
e I transverse vibrations, different assumptions as to the shape of the vibration Fig. 12. Phase angles for damped, forced vibration.
ff g proflle or deflection curve assumed by the rod, within
o) quite wide limits" 'l'hcr period and the
by
"' made but small differences in the calculated frequencies. This fact has

rt ltr I (2.6.2)

rilrrl \vc can write

dzY *y
ozv
LJ (2.6.1)
dtz - - p2: dr' _ _r: _ _ acceleration
(2.6.3)
rs in equation (2.1.3). )ty displacernent
 ~,

MATHEMATICS OF SHIP VIBRATION TRA NSV

26
N ow consider a beam uniformly loaded (for example, under jts own or
weight) and of coiis~ t cro..,ss,;j.e§!i0f·-Letthe weight per urnt length be w.
If the deflection at any instant at a point distant x from one end of the
beam be y, the force due to a lengtli of beam ~x at this point is given by the wnere
product of its mass and acceleration, i.e. by
IV •.• or
-yux
g
By equations (2.6.2) and (
and the force per unit length is (w/g)Y·
The classical theory of the bending of beams leads to the equati on
Frequer.cy
d'y
load per unit length of beam = El ---;;:
dx
or
where E = modulus of elasticity of the material of the beam
and I = the moment of inertia of its cross-section about the neutral aXIs
where the value of m has
normal to the plane of vibration.
In the present problem, if we assume the beam to vibrate about its
static-deflection or equilibrium position as the mean position, the additional
load per unit length is that due to the dynamic forces associated with the
taking into account the ap
vibration. We can therefore write of the particular problem.
EId'y
- = dynamic force per -unit length of beam A more rigorous analys
dx' dll~ 1.0 th o rotatory inertia
10 sh~'1r. out if the bCatn is
= _ ~ y. (2.6.4) lhc~c efi'ccts .may be negJe
g The solulloG to the d
1 If h be the maximum deflection at the centre of the span (y being that at a standard form:
I distance x from one end), the frequency at the centre is p roportional to ; ._\"_ Y = A cos mx
.';. .yyJy, in accordance with equations (2.6.2) (2.6.3). At a distance x from ( ~ containing four arbitrary
one end, it is proportional to If the frequency is constant, the bar
v'%. ' '1-,-,: by tue end conditiop.~ of.
/ .
vibrating isochronously, we ~n then write ;.". {
. The closest approach t
l = y, = constant ~;;\ ~ ~~~~t ends and suppor
y y, • . / ~ re.s.~~~_on_ l~~~~~c
th:
since the frequency at every point on the bar is necessarily the same. Hence ;If t r~:..~T:tr.l.!~ ~::~;'
. shCj.nng 40rcc and bend!
Y= jiL Y (2.6.5) The shearing force and
)',

Equation (2.6.4) may now be written in the form

W Yt I'cspoctivdy, and if I i~ t
EI -d'y = - - - )'
dx' g )" :cqc:rc that
d'y w y,
or -=---y
dx' EIg y,
 TRANSVERSE VIBRATION OF BEAMS 29
ZU MATHEMATICS OF SHIP VIBRATION
I rorrr (2.6.8) we can write
Since
:
m
*f I,,/, (2.6.r1)
y L cos mx + B sinmx + H cosh mx + ^K sinh tnx, ^l
we have .,, tlr:rt the frequencies are in the ratio of (ml)z, consecutive values being
rrr llrt: rttiO
dv
r: mx * mH sinh mx + mK cosh lrtx,
dx -mAsin mx * mB cos l.wo, 2.7 56, 5.404, 8.933, 13.345 etc.
\\'r' t:ir rl now deter anv particular valgg of fil in association with
-mzAcos
mx - mzB sin rzx +- mzH cosh mx + mzK sinh ffix, rl,,' .:.rnstants'iifip dil;.ffiii'd,*i"O'lrrus obtain the <leflection
, urv(' ()r vibration profile for that partic
and ,rl'.,r 1',ivc the nodes or points of zero dis
,,1 rrl lcrad to the results set out in Table
d'y : msAsin rex msBcos mx + m\H sinh mx + msK cosh mx.
dxg
- TasLr I-Vibration Plufiles an
Uniform Free-free Beam
when x - o, # and
#- Q,

ol pU;y %:-t\ Vrrlrrc I

Ordinate of profile at fractions of length
from end of beam xll :
Mode of
and .'. -mzA+m'H-o -'2 ,,t'l vibration
n,l I
0 0.10 0.15 0.20 o-25 o.3o lo.ls lrl.4o lo,+s 0.50
-- o.7o lo-os lo.oo lo.ss
-msB+msK-o 1.00 0.90 0.85 0.80 o.75
_tL_t_
whence H-A and K:8. .l /l0 lst
(2 nodes)
+
r.000
+ + +
0.537 0.313 0.097 0.099 o.ztzlo.+r+
t_t_t_ o-sso 0.608
Therefore lo-szr
dry .--- mzA(-cos mx + cosh mx) + mzB(-sin mx + sinh mx) / l(\ I 2nd
(3 nodes)
+ + lllilll I

1-000 0-227 o-tl7 o.397 0.585 o. 662lo.o25 I o.+szl 0.263 0.000

dxz t__l__l
and
dry : sinh mx) + m'B(-cos mx * cosh mx)'
II I 'l')(r 3rd
(,1 nodes)
+
1.000
l.l*l+
0.056 o.Mt) o.643 o-621 0-3e7tto-. rl 0.3281 0.601 0.7I1
+
msA(sin mx * I

dxg
Position of nodes from one end of beam
For )( : /, these expressions are both zero, so that as fraction of length .of beam

A(-cos ml *cosh *i) : -B(-sin mt + sinh mt) lst o-2242 0.7758

A(sin ml + sinh ml) : -B(-cos ml * cosh ml) , llt I

.'t ttl I O'1321 0.5000 0.8679

rr rl

or -cos ml * cosh
ml -sin ml * sinh ml lil uuf
| 0'0944 _ 0.3558 0.6442 0.9056 |

sin m I + sinh ml -Jcos ml + cosh ml

,,1 rrrl t'rrrrcspond to vibrations with 2, 3 and 4 nodes ifl the l"^Eth/
or cosz wl * coshz ml - 2 cos ml coshml - -sinz ml + sinh2 fiil, I
lrr r ly. rrrrtl higher modes could be found by further calculations. u/

or 2 cos ml coshml - (cosz + sinz mD * (coshz ml -

ml sinh2 mt) l,- rt,\'tr
,
rr t.lrr l.;rrl
rrJ,rtr,'ri r
v$yalongitslength,
., rt, of analvsis oidsbnts
I | ' r,,. ,rr ,lrilrr rrlrrc.,.
or 2cos mlcoshml -. 1+ 1 _1 Lr, e .rsed,dith co-nsidir-
- .,t 1 ,,, r r r, rr ,,u anae applied to such problems by using
- lf
cos ml cosh ml (2.6.10)
and 1.r r1t,r,,rl rrr tlrotls of intcgrati....9.#
| ,, ,, ' ,r ,, , . ,li,! !!lo*rng_t b' thc
The fi.rst five roots of this equation are given by
,,r1, , tlrr \.ilr,tti()tr ol'the momcnt first
ryl : 4'730,'7'853,10'996 , 14'137 and L7;279' V

w
3{) }i,\TxiEMATIri;orr ,sr.rl}, .1r^p.AJ'Io}i TRANSvERSE vIBRATIoN oF BEAMS 3l
he p^'r:pai'c:d. ' i, pitttic,,rlaiii;ibration prcfil';-. rvluch {uif,ls as inr as iicr'isiblr Ilrt: constant (4'lz21z compares with (4.230)2 obtained previousry,
so that
tiri; knr-,\yrr end corrditicns, rniist'nex{. tlE si:lectcrl---for ship calcr;latit-;:iri it is rrr tlris
rrect result at
usual to takc thnt for a uniform free-free beanr. Since ihe vil.iratir-rrr is rr lrrst
assurned to tle siioule hannonic ir: charac:ter, the ordinatcs of this profite ',rr, h ii from the first assumea"ffi8tffi,
piont", tut
curve will ,.pi.r.rit, tirough to trvo <liffererrt scales, both Lhe prohtc of rr',rr;rlly a sufficiently correct estimate is obtained in these the third
vibration and the acceleration at auy instant. If, thereple, the_ ordinates ,
'r lirttr "ur"r'ut
of thc loarJ curve ancl of the usrtr* oiofil" ,., iFa-u]i7Fdffi ii6$ t
I l;r'.rd the frequencv
, ri l'l bc: soEiatiiiir wit'h-
aHng oduct will g.i-C the valme i lilty itss
olT that particular point in the length.
\
Wc can represent the vibration by an expression of the type
The curve of dynamic load, constructed in this wo), can ttren trc integrated I
graphically four times to give the flnal vibration profile, 0. crlrve of ),on a I y:ustnpt (2.6.12)
b'lse of ,rt This must now be compared with the assumecl profilc, anrJ, r'lrt'rc ,
is a function of x which defines the shape of the vibrating beam
at
according to Rayleigh's principle, if they do not dii rcr niateri ally, l he rt.' ;lrcatcst arnplitude. By the principle of the ionservation
of e-nergy, we
frequency will be almost the same for dithcr profile, and it carn be calcuiated r ,trr tvrtte

1 r )' )5- Potential energy inl _ lfinetic energy in

ffix,A[ fi::ffipl-lur
L[qr i,n,)1 orery depend- r rr I extreme position J - [ mean position
ing upoll the correctness of Rayleigh's assumption, sincc it allorvs ot'succe:j- ,'\l :r.ry given point on the beam, the maximum value of is zr,
sive approximations being maoe should the first derived profile difi'er rnuch 7 and the
rrr,rrirrrum velocity ispz. The bending moment on the
frcrm that assurned. Using the newly deri',zcd profile, tl:,e calculatir:n can be feim (at'the same
rr rrrrt ) corresponding to the maximum deflection i.e. to the extreme position,
lepeated until satisfactory asreenient is obtained.
'fhe ;nethcd also gives a rvitier range of choice for the shape ctf tLre
.,,ibrating bar. As an example, the frequency of a free-frc,e unifor,m bar oa rI ,rd" -
be knowiedgq. of the correct protrle, prcvionsly dxz'
clt .,tr11"*:, )case can be sunvna.rized as follolvs: ,,,, ltrirl the potential energy of the whole beam, which, as usual, is given
by
particular
Forboth.x_0ani x:l t

dx,
!:
+-o (?.
cl.x
ment) ls dx

fu.:e
dxn
@
\dx3
,.\I tion, when the velocity is a maximum, is

In addition, thc total ext tr, so that. :;[";P'uz dx'

f, I
Jog
jjd . I r;rr,rlnr;, llr(.sc enefgies, We haVe
There are thus se\Ien conditions, entailing seven a rbitrary constants in tlrs
!, and it may therefore be written irt the form
expression fctr
)r A I Bx -t- Cxz 1- I).x3 *
' ExL -l- l7x5 -l- Gx6.
,,Io';,,
dx :
!o'r,ffiYr..
2.6.13) (

lt.ltl.,.:.tilrnrq!@-zi}inoWD,theperiodcanbefound.
T'[rc fr equency obtained by this assumption is lr, rr'r lrll lt';rlurc of this result is thTtTIe v&lue of p obtuined is not greatly
r, -- 'zr nll:ti
4.7322 'rll' ' ;1 1f l'1' lltt: lbrm of u so long as it resembles i.urorrably the
vibration
I r"ltl' l, sltow this, consider a uriform beam clamped at both ends.
t--.

wl4'
 I
SHIP vrBRATloN 33
32MATHEIuATICSoFSHIPVIBRATIoN lr ctluency of a structure may become dangerous through one of its harmonic
solution as those
The end conditions in this particular case lead to the same r'.rrrponents.
for a free-free beam, so that
ml : 4'730
for the flrst mode.
If we assume the beam to take the same form when vibrating as it
would
assume, statically, under the given loadin$, then cxcessive stress results.
It so happens that in a ship.the lowest natural frequency of all, that for the
vertical 2-node vibration, is usually not far, if at all, below the range of
propeller revolutions commonly met with today. Hence primary forceqr-,
and substituting this in .0,1,:{r:i;Ji;,. red to the varue or 4'73e
having a frequency of one per revolution are, in practice, very liable to
for ml. cxcite the 2-node vertical frequency of the hull and, less frequently, the
AltcrnativelY, a ssumirrg
2rrx multiples of the ensine reyalutionffittTfietumber of cvlinaers oi_i
u-, cos
I of propeiidffides may excite any of tfr;"Hisliffiodes
the whole hull acting
we find ml : 4.774-not such good agreement as from
the first assumed as a beam, the many various parts of a ship, such as bridge structures,
still not very fai aitrerent. In generaJ, reliable results are
form for u,but for u'
masts, panels of deck plating and so otr, all have their own natural fre-
loading is used
obt .ined if the static deflection curve under the given resonance. These are generally
festly i m pos si-bl-a-Io;aEliiatd*6iI
E/. strip vibration his trpgciFvi#atiiin ir norrn"lly de"lt
11 a ,tir,, hull is an elastic girder of box-like
construction, in which the vision of additional stiffening or such
t and of-the of inertia of the cross-section of
r[rr"r"u.r["*"i *"igt moment
to the other in a
other modifications as may be found practicable.
the structural matirial vary from one end of the ship ilities of vibration from one cause or
somcwhat arbitrary way. is in the case of the
irregular beams ionsidered

roblems which maY arise on a

rt tney do not cause vlbratlon
thev oo of
vibration oI
'r''nF--'r-r-'r---<
(

c I I architect is to
rlcvcl f the hull from
--9'-

rrrli,lllllltioiravdiIe6]e6eroiJttredesireSGdlnsteet,f; ----ft'

just stated a I will be different

all kinds, as "#t"t::
well be thought that
r r fr .' r i h is SiaFls rTffiIiAilimd can-5-dffit6"16: iffiiuraiTieq ueirAH
of loading of the ship. It rnay Io I lrc fact-that the propeller blades carry with them a local pressure
-,i'il'',itrii'
true. Holv-
I ., t, I w6ik*W'
is is largelY

the appendages in order to make the

ance having a frequency of *, t, I etc' of the natural
 J+ MATHEMATICS OF SHIP VIBRATION I
as uniform as possible and to the clearances between the propeller
i
s andthe hull, rudder, bossings and brackets.
lu.t; A"ring th; design of a rhi; a golden rule should be to consciously
strivein every way to reduce all t suclt a
degree that they will not excite me all the
CHAPTER I I T
future troubles which will otherwise inevitably arise. In this case the old
saying that p:::r.eption is better th?n cure will save much heart-searching, HISTORY OF SHIP VIBRATION PROBLEMS
time and m ohey.
:*
y Before going more fully into the methods available to deal with ship
I vibration problems today, it is of interest to trace those used by naval
architects in the past, for there is much to be learned from history.
In the latter part of the nineteenth century there was a rapid increase in
the speeds of new ships as well as in the powers of their machinery installa-
tions. Many cases of serious vibration were encountered, especially in
torpedo boats, which in those days were of very light construction and fitted
with high-speed steam reciprocating engines. _ At first, this vibration was
regarded as a necessary result of the higher powers installed, and little was
done towards trying to avoid it, recourse being made to local stiffening to
eliminate or at lea'st reduce unpleasant local vibration. At the same time,
the engineer tended to lay the blhme at the shipbuilder's door on the plea
that the ships' hulls were of too light scantlings or badly designed and
I constructed. From what has'already been written in Chapter II it will be
clear that this accusation, while it might apply to the case of local vibration,
I could not have been generally true, since any elastic structure will suffer
from serious vibration if resonant conditions occur. Making the structure
stiffer will not eliminate such vibration, but only alter the natural frequency
and so move the resonant range along the frequency base.
The first investigation of ship-hull vibration
nradc had published the first of a long series of
l)il ubjecttar. He pointed out that vibration is present to some
dcgree in all vessels, zt o
wcak construction, but d
llrt:rcfore has a definite period in which it *{l -vibralq if once disturbed.
'l-lrt' governing flct-g the
r r '.lr:r ittil
J,rtt,,,,-,i!,.1 th" d.*pi.rg
trlVlrt.1li'completegraspoftIrefundamentalsofship.
r tlrt,llttlll,
rr lr, n ',yil('
r | \ r,lttltrllt
,rllrrt ll
l lr, slrafting or propellers, since local disturbing forces, such as
r lrf iur('s,
\\',r\r"., (':urs('loczrl vibrations which are irregular and quickly damped out.'f