scholarly journals Effect of profile element dimension to the ultimate hull girder strength

2019 ◽  
Vol 343 ◽  
pp. 012077
Author(s):  
P A N Lestari ◽  
Ashury ◽  
M Z M Alie ◽  
S Wairara
Keyword(s):  
Hull Girder ◽  
Profile Element

Assessment of Residual Ultimate Strength of VLCC According to Damage Extents and Average Compressive Strength of Stiffened Panel

2014 ◽  
Author(s):  
Ji-Myung Nam ◽  
Joonmo Choung ◽  
Se-Yung Park ◽  
Sung-Won Yoon
Keyword(s):  
Compressive Strength ◽  
Ultimate Strength ◽  
Probabilistic Approach ◽  
Stiffened Panel ◽  
Moment Capacity ◽  
Hull Girder ◽  
Damage Area ◽  
Damage Indices ◽  
Smith Method ◽  
Average Compressive Strength

This paper presents the prediction of residual ultimate strength of a very large crude oil carrier considering damage extents due to collision and grounding accidents. In order to determine extents of damage, two types of probabilistic approaches are employed: deterministic approach based on regulations based on ABS [1], DNV [2], and MARPOL [3] and probabilistic approach based on IMO probability density functions (PDFs) (IMO guidelines [4]). Hull girder ultimate strength is calculated using Smith method which is dependent on how much average compressive strength of stiffened panel is accurate. For this reason, this paper uses two different methods to predict average compressive strength of stiffened panel composing hull girder section: CSR formulas and nonlinear FEA. Calculated average compressive strength curves using CSR formulas (IACS [5, 6]) and nonlinear FEA are imported by an in-house software UMADS. Residual ultimate moment capacities are presented for various heeling angles from 0° (sagging) to 180° (hogging) by 15° increments considering possible flooding scenarios. Three regulations and IMO guidelines yield minimum of reduction ratios of hull girder moment capacity (minimum of damage indices) approximately at heeling angles 90° (angle of horizontal moment) and 180° (angle of hogging moment), respectively, because damage area is located farthest from neutral axis.

Time-Variant Redundancy of Ship Structures

2011 ◽  
Vol 55 (03) ◽  
pp. 208-219 ◽  
Author(s):  
Alberto Decó ◽  
Dan M. Fragopol ◽  
Nader M. Okasha
Keyword(s):  
Bending Strength ◽  
Progressive Collapse ◽  
Probability Of Failure ◽  
Optimization Approach ◽  
Ship Structures ◽  
Hull Girder ◽  
Reliability Method ◽  
Ultimate Bending Strength ◽  
Ultimate Failure ◽  
Bending Failure

An efficient procedure for the computation of the redundancy of ship structures is presented. The changes in the redundancy due to corrosion section loss over time are also studied. Moreover, uncertainties associated with structural geometry, material properties, and loading, are accounted for. In order to calculate the redundancy index, the probability of failure of the first component and the probability of ultimate failure of the whole hull girder must be evaluated. The probability of failure is computed using a hybrid Latin Hypercube - second-order reliability method (SORM) technique. The deterministic analyses during the simulations are conducted using an optimization approach for computing the ultimate bending strength of the whole hull girder and the progressive collapse method for computing the first bending failure.

A Novel Solution to Compute Stress Time Series in Nonlinear Hydro-Structure Simulations

2015 ◽  
Author(s):  
Fabien Bigot ◽  
François-Xavier Sireta ◽  
Eric Baudin ◽  
Quentin Derbanne ◽  
Etienne Tiphine ◽  
...  
Keyword(s):  
Time Series ◽  
Frequency Domain ◽  
Time Domain ◽  
Hot Spot ◽  
Structural Response ◽  
Container Ship ◽  
Time Step ◽  
Computation Cost ◽  
Hull Girder ◽  
Non Linear

Ship transport is growing up rapidly, leading to ships size increase, and particularly for container ships. The last generation of Container Ship is now called Ultra Large Container Ship (ULCS). Due to their increasing sizes they are more flexible and more prone to wave induced vibrations of their hull girder: springing and whipping. The subsequent increase of the structure fatigue damage needs to be evaluated at the design stage, thus pushing the development of hydro-elastic simulation models. Spectral fatigue analysis including the first order springing can be done at a reasonable computational cost since the coupling between the sea-keeping and the Finite Element Method (FEM) structural analysis is performed in frequency domain. On the opposite, the simulation of non-linear phenomena (Non linear springing, whipping) has to be done in time domain, which dramatically increases the computation cost. In the context of ULCS, because of hull girder torsion and structural discontinuities, the hot spot stress time series that are required for fatigue analysis cannot be simply obtained from the hull girder loads in way of the detail. On the other hand, the computation cost to perform a FEM analysis at each time step is too high, so alternative solutions are necessary. In this paper a new solution is proposed, that is derived from a method for the efficient conversion of full scale strain measurements into internal loads. In this context, the process is reversed so that the stresses in the structural details are derived from the internal loads computed by the sea-keeping program. First, a base of distortion modes is built using a structural model of the ship. An original method to build this base using the structural response to wave loading is proposed. Then a conversion matrix is used to project the computed internal loads values on the distortion modes base, and the hot spot stresses are obtained by recombination of their modal values. The Moore-Penrose pseudo-inverse is used to minimize the error. In a first step, the conversion procedure is established and validated using the frequency domain hydro-structure model of a ULCS. Then the method is applied to a non-linear time domain simulation for which the structural response has actually been computed at each time step in order to have a reference stress signal, in order to prove its efficiency.

First Ocean Going Ships With Springing and Whipping Included in the Ship Design

2011 ◽  
Author(s):  
Gaute Storhaug ◽  
Erlend Moe ◽  
Ricardo Barreto Portella ◽  
Tomazo Garzia Neto ◽  
Nelson Luiz Coelho Alves ◽  
...  
Keyword(s):  
Fatigue Damage ◽  
Current Model ◽  
Life Time ◽  
Model Tests ◽  
Full Scale ◽  
Development Projects ◽  
Transient Vibration ◽  
Hull Girder ◽  
Fatigue Evaluation ◽  
Wave Induced

It is well known that ships vibrate due to waves. The wave induced vibrations of the hull girder are referred to as springing (resonance) and whipping (transient vibration from impacts). These vibrations contribute to the fatigue damage of fatigue sensitive details. An Ore Carrier of 400 000 dwt is currently being built by DSME, and at time of delivery, it will be the world’s largest bulk (ore) carrier. The scantlings of large ships must be carefully designed with respect to global loading, and when extending the design beyond experience, it is also wise to consider all aspects that may affect operation and the life time costs. The vessel will also enter a long term contract and is therefore to be evaluated for 30 year Brazil-China operation. In order to minimize the risk of fatigue damage, the vessel is designed according to DNV’s class notation CSA-2 requiring direct calculations of the loading and strength. Further it has been requested to include the effect of springing and whipping in the design. Reliable numerical tools for assessing the additional fatigue effect of vibrations are non-existing. DNV has, however, developed an empirical guidance on how the additional effect may be taken into account based on previous development projects related to the effect of vibrations on large ore carriers Due to the size and route of operation of the new design, it has, however, been required by the owner to carry out model tests in both ballast and cargo condition in order to quantify the contribution from vibration. The results from this project have been used for verification and further calibration of DNV’s existing empirical guidance. A test program has been designed for the purpose of evaluating the consequence in head seas for the Brazil to China trade. Full scale measurements from previous development projects of ore carriers and model tests have been utilized to convert the current model tests results into estimated full scale results for the 400 000 dwt vessels. It is further important to carefully consider how the vibrations are to be included in the design verification, and to develop a procedure for taking into account the vibrations which results in reasonable scantlings based on in-service experience with similar designs and trades. This procedure has been developed, and a structural verification has been carried out for the design. The final outcome of the model test was in line with previous experience and in overall agreement with DNV’s empirical guidance, showing a significant contribution from vibrations to the fatigue damage. The springing/whipping vibrations more than doubled the fatigue damage compared to fatigue evaluation of the isolated wave induced loading. The cargo condition vibrated relatively more than experienced on smaller vessels. Various sources to establish the wave conditions for the Brazil to China ore trade were used, and the different sources resulted in significant differences in the predicted fatigue life of the design.

Investigation on Temperature Compensation of Fiber Bragg Grating Sensors for Hull Monitoring

2018 ◽  
Author(s):  
Ruiqi Ma ◽  
Guoqing Feng ◽  
Huilong Ren ◽  
Peng Fu ◽  
Shuang Wu ◽  
...  
Keyword(s):  
Thermal Expansion ◽  
Fiber Bragg Grating ◽  
Temperature Compensation ◽  
Compensation Method ◽  
Bragg Grating ◽  
Theoretical Derivation ◽  
Temperature Changes ◽  
Hull Girder ◽  
Fbg Sensor ◽  
Fbg Sensors

Hull monitoring system with Fiber Bragg Grating (FBG) sensors increasingly receives people’s attentions. However, for the ship hull monitoring, the deformation of hull girder changes a lot as is subjected to a huge temperature variation. Therefore, the compensation method with only FBG temperature self-correction is not suitable for the hull monitoring sensors because no material thermal expansion effects are reasonably included. In this paper, the new compensation method of hull monitoring FBG sensor based on the sensor theory with both FBG temperature self-correction and steel thermal expansion effects correction is studied. The coupled compensation method suitable for hull monitoring sensor is obtained by theoretical derivation. As the comparison, the coupled compensation experiment was carried out. The results show that the relative error under the temperature compensation method is large in the case of drastic strain and temperature changes, and the correction results of the tested method will be closer to the true level.

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