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Analysis and Design of Ship Structure

Analysis and Design of Ship Structure

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03/18/2014

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18
18.1 NOMENCLATURE
For speci\ufb01c symbols, refer to the de\ufb01nitions contained in
the various sections.
ABS
American Bureau of Shipping
BEM
Boundary Element Method
BV
Bureau Veritas
DNV
Det Norske Veritas
FEA
Finite Element Analysis
FEM
Finite Element Method
IACS
International Association of Classi\ufb01ca-
tion Societies
ISSC
International Ship & Offshore Structures
Congress
ISOPE
International Offshore and Polar Engi-
neering Conference
ISUM
Idealized Structural Unit method
NKK
Nippon Kaiji Kyokai
PRADS
Practical Design of Ships and Mobile
Units,
RINA
Registro Italiano Navale
SNAME
Society of naval Architects and marine
Engineers
SSC
Ship Structure Committee.
a
acceleration
A
area
B
breadth of the ship
C
wave coef\ufb01cient (Table 18.I)
CB
hull block coef\ufb01cient
D
depth of the ship
g
gravity acceleration
m(x)
longitudinal distribution of mass
I(x)
geometric moment of inertia (beam sec-
tion x)
L
length of the ship
M(x)
bending moment at section x of a beam
MT(x)
torque moment at section x of a beam
p
pressure
q(x)
resultant of sectional force acting on a
beam
T
draft of the ship
V(x)
shear at section x of a beam
s,w(low case) still water, wave induced component
v,h(low case) vertical, horizontal component
w(x)
longitudinal distribution of weight
\u03b8
roll angle
\u03c1
density
\u03c9
angular frequency
18.2 INTRODUCTION

The purpose of this chapter is to present the fundamentals of direct ship structure analysis based on mechanics and strength of materials. Such analysis allows a rationally based design that is practical, ef\ufb01cient, and versatile, and that has already been implemented in a computer program, tested, and proven.

Analysisand Designare two words that are very often

associated. Sometimes they are used indifferently one for the other even if there are some important differences be- tween performing a design and completing an analysis.

18-1
Chapter
Analysis and Design of Ship Structure
Philippe Rigo and Enrico Rizzuto
MASTER SET
SDC 18.qxd Page 18-1 4/28/03 1:30 PM
Analysisrefers to stress and strength assessment of the

structure. Analysis requires information on loads and needs an initial structural scantling design. Output of the structural analysis is the structural response de\ufb01ned in terms of stresses, de\ufb02ections and strength. Then, the estimated response is compared to the design criteria. Results of this comparison as well as the objective functions (weight, cost, etc.) will show if updated (improved) scantlings are required.

Design for structure refers to the process followed to se-

lect the initial structural scantlings and to update these scant- lings from the early design stage (bidding) to the detailed design stage (construction). To perform analysis, initial de- sign is needed and analysis is required to design. This ex- plains why design and analysis are intimately linked, but are absolutely different. Of course design also relates to topology and layout de\ufb01nition.

The organization and framework of this chapter are based on the previous edition of the Ship Design and Construction (1) and on the Chapter IV of Principles of Naval Architec-

ture(2). Standard materials such as beam model, twisting,

shear lag, etc. that are still valid in 2002 are partly duplicated from these 2 books. Other major references used to write this chapter are Ship Structural Design (3) also published by SNAME and the DNV 99-0394 Technical Report (4).

The present chapter is intimately linked with Chapter 11 \u2013 Parametric Design, Chapter 17 \u2013 Structural Arrange- ment and Component Design and with Chapter 19 \u2013 Reli- ability-Based Structural Design. References to these chapters will be made in order to avoid duplications. In ad- dition, as Chapter 8 deals with classi\ufb01cation societies, the present chapter will focus mainly on the direct analysis methods available to perform a rationally based structural design, even if mention is made to standard formulations from Rules to quantify design loads.

In the following sections of this chapter, steps of a global analysis are presented. Section 18.3 concerns the loads that are necessary to perform a structure analysis. Then, Sections 18.4, 18.5 and 18.6 concern, respectively, the stresses and de\ufb02ections (basic ship responses), the limit states, and the fail- ures modes and associated structural capacity. A review of the availableNumerical Analysis for Structural Design is per- formed in Section 18.7. Finally Design Criteria (Section 18.8) and Design Procedures (Section 18.9) are discussed.

Structural modelingis discussed in Subsection 18.2.2 and
more extensively in Subsection 18.7.2 for \ufb01nite element analy-
sis.Optimization is treated in Subsections 18.7.6 and 18.9.4.
Ship structural design is a challenging activity. Hence
Hughes (3) states:
The complexities of modern ships and the demand for
greater reliability, ef\ufb01ciency, and economy require a sci-
enti\ufb01c, powerful, and versatile method for their structural
design

But, even with the development of numerical techniques, design still remains based on the designer\u2019s experience and on previous designs. There are many designs that satisfy the strength criteria, but there is only one that is the optimum solution (least cost, weight, etc.).

Ship structural analysis and design is a matter of com-
promises:

\u2022 compromise between accuracy and the available time to perform the design. This is particularly challenging at the preliminary design stage. A 3D Finite Element Method (FEM) analysis would be welcome but the time is not available. For that reason, rule-based design or simpli\ufb01ed numerical analysis has to be performed.

\u2022 to limit uncertainty and reduce conservatism in design, it is important that the design methods are accurate. On the other hand, simplicity is necessary to make repeated de- sign analyses ef\ufb01cient. The results from complex analy- ses should be veri\ufb01ed by simpli\ufb01ed methods to avoid errors and misinterpretation of results (checks and balances).

\u2022 compromise between weight and cost or compromise between least construction cost, and global owner live cycle cost (including operational cost, maintenance, etc.), and

\u2022 builder optimum design may be different from the owner
optimum design.
18.2.1 Rationally Based Structural Design versus
Rules-Based Design
There are basically two schools to perform analysis and de-
sign of ship structure. The \ufb01rst one, the oldest, is called
rule-based design. It is mainly based on the rules de\ufb01ned
by the classi\ufb01cation societies. Hughes (3) states:

In the past, ship structural design has been largely empir- ical, based on accumulated experience and ship perform- ance, and expressed in the form of structural design codes or rules published by the various ship classi\ufb01cation soci- eties. These rules concern the loads, the strength and the design criteria and provide simpli\ufb01ed and easy-to-use for- mulas for the structural dimensions, or \u201cscantlings\u201d of a ship. This approach saves time in the design of\ufb01ce and, since the ship must obtain the approval of a classi\ufb01cation society, it also saves time in the approval process.

The second school is the Rationally Based Structural
Design; it is based on direct analysis. Hughes, who could
be considered as afather of this methodology, (3) further
states:
18-2
Ship Design & Construction, Volume 1
MASTER SET
SDC 18.qxd Page 18-2 4/28/03 1:30 PM

There are several disadvantages to a completely \u201crulebook\u201d approach to design. First, the modes of structural failure are numerous, complex, and interdependent. With such simpli\ufb01ed formulas the margin against failure remains un- known; thus one cannot distinguish between structural ad- equacy and over-adequacy. Second, and most important, these formulas involve a number of simplifying assump- tions and can be used only within certain limits. Outside of this range they may be inaccurate.

For these reasons there is a general trend toward direct
structural analysis.

Even if direct calculation has always been performed, design based on direct analysis only became popular when numerical analysis methods became available and were cer- ti\ufb01ed. Direct analysis has become the standard procedure in aerospace, civil engineering and partly in offshore in- dustries. In ship design, classi\ufb01cation societies preferred to offer updated rules resulting from numerical analysis cali- bration. For the designer, even if the rules were continuously changing, the design remainedrule-based. There really were two different methodologies.

Hopefully, in 2002 this is no longer true. The advantages of direct analysis are so obvious that classi\ufb01cation societies include, usually as an alternative, a direct analysis procedure (numerical packages based on the \ufb01nite element method, see Table 18.VIII, Subsection 18.7.5.2). In addition, for new vessel types or non-standard dimension, such direct proce- dure is the only way to assess the structural safety. There- fore it seems that the two schools have started a long merging procedure. Classi\ufb01cation societies are now encouraging and contributing greatly to the development of direct analysis and rationally based methods. Ships are very complex struc- tures compared with other types of structures. They are sub- ject to a very wide range of loads in the harsh environment of the sea. Progress in technologies related to ship design and construction is being made daily, at an unprecedented pace. A notable example is the fact that the efforts of a ma- jority of specialists together with rapid advances in com- puter and software technology have now made it possible to analyze complex ship structures in a practical manner using structural analysis techniques centering on FEM analysis. The majority of ship designers strive to develop rational and optimal designs based on direct strength analysis methods using the latest technologies in order to realize the shipowner\u2019s requirements in the best possible way.

When carrying out direct strength analysis in order to verify the equivalence of structural strength with rule re- quirements, it is necessary for the classi\ufb01cation society to clarify the strength that a hull structure should have with respect to each of the various steps taken in the analysis process, from load estimation through to strength evalua- tion. In addition, in order to make this a practical and ef- fective method of analysis, it is necessary to give careful consideration to more rational and accurate methods of di- rect strength analysis.

Based on recognition of this need, extensive research has been conducted and a careful examination made, re- garding the strength evaluation of hull structures. The re- sults of this work have been presented in papers and reports regarding direct strength evaluation of hull structures (4,5).

The \ufb02ow chart given in Figure 18.1 gives an overview
of the analysis as de\ufb01ned by a major classi\ufb01cation society.

Note that a rationally based design procedure requires that all design decisions (objectives, criteria, priorities, con- straints\u2026) must be made before the design starts. This is a major dif\ufb01culty of this approach.

18.2.2 Modeling and Analysis

General guidance on the modeling necessary for the struc- tural analysis is that the structural model shall provide re- sults suitable for performing buckling, yield, fatigue and

Chapter 18: Analysis and Design of Ship Structure
18-3
Figure 18.1Direct Structural Analysis Flow Chart
Direct Load Analysis
Design Load
Study on Ocean Waves
Effect on
operation
Wave Load Response
Response function
of wave load
Structural analysis by
whole ship model
Stress response
function
Short term
estimation
Long term
estimation
Design
Sea State
Design wave
Wave impact load
Structural response analysis
Strength Assessment
Yield
strength
Nonlinear influence
in large waves
Investigation on
corrosion
Buckling
strength
Ultimate
strength
Fatigue
strength
Modeling technique
Direct structural
analysis
Stress Response
in Waves
Long term
estimation
Short term
estimation
MASTER SET
SDC 18.qxd Page 18-3 4/28/03 1:30 PM

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