International Journal of Naval Architecture and Ocean Engineering 15 (2023) 100534

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International Journal of Naval Architecture and Ocean Engineering

journal homepage: http://www.journals.elsevier.com/
international-journal-of-naval-architecture-and-ocean-engineering/

A case study for 3D scanning-based quantitative quality control during

key stages of composite small craft production
Dong-Kun Lee a, Bon-Yeong Park b, *
a
Department of Naval Architecture and Ocean Engineering, Mokpo National Maritime University, Mokpo, Republic of Korea
b
Department of Ocean System Engineering, Graduate School, Mokpo National Maritime University, Mokpo, Republic of Korea

a r t i c l e i n f o a b s t r a c t

Article history: Composite small crafts are manufactured in a job-shop system that prioritizes delivery times and creates
Received 14 February 2023 various small-scale products using flexible equipment and worker operations. The process involves
Received in revised form layering composite materials onto a mold to form the product through molding. Three intermediate
17 May 2023
stages must be completed before the final product, including mock-up, mold, and small craft. The sta-
Accepted 30 May 2023
Available online 5 June 2023
bility and performance of the small craft rely on the accuracy of the mock-up and mold production.
However, repeated molding can cause deformation and worker skill level affects product quality, leading
to inconsistent results. This study aimed to improve the quality control of composite small crafts in
Keywords:
3D point clouds
leisure boat shipyards. We propose developing a high-precision digital shape model using 3D scanning of
3D scanning intermediate products such as the ship body frame, finished mold, and shaped hull of the FRP small craft
Quality control to enable quantitative quality control and identify shape deviations.
Shape deviation © 2023 Society of Naval Architects of Korea. Production and hosting by Elsevier B.V. This is an open
Composite small craft access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).

1. Introduction the effectiveness of the proposed method.

Recently, various quality control cases utilizing 3D scanners,
such as ship block virtual assembly simulation and LNGC cargo wall
deformation analysis, have been reported, with a focus on large
shipyards. However, in the case of most small shipyards that pro-
duce composite material small ships, manual quality control using a
wooden template and visual inspection is still being performed due
to the limitations of cost, manpower, and technology. There are
difficulties in collecting systematic data for quality control for many
ships being built, and quality control using traditional wooden
frame templates is challenging because it heavily relies on the
proficiency of the operator, making it difficult to maintain the same
standards during the application process. This study proposes a
digital quality control technique based on 3D scanning that con-
siders the production process of repetitively built composite ma-
terial small crafts and can record data from various small ships and
perform quality control quantitatively. This result was demon-
strated through the application of a 3D scanning-based digital
quality control technique on a 24 ft-class small craft, which showed
* Corresponding author.
E-mail address: bnygpark@gmail.com (B.-Y. Park).
Peer review under responsibility of The Society of Naval Architects of Korea.
In the small craft industry, various studies (Seo et al., 2016; Kim
et al., 2006, 2013) have been conducted on the improvement of
resistance and seakeeping performance of high-speed vessels, as
well as performance analysis through the improvement of ship
shape and model testing. The fields of structural analysis (Kim et al.,
2014) and design (Oh et al., 2014) are also mainly studied areas. In
addition, research related to the production of composite material
crafts is expanding into the area of integrated research such as
development of eco-friendly production methods and evaluation of
eco-friendliness by incorporating green technology and smart
technology (Lee et al., 2017; Cucinotta et al., 2017; Lee and Park,
2021). On the other hand, research on quality control and pro-
ductivity improvement such as production management, automa-
tion, and system development is mainly performed in large
shipyards. Lee et al. (2014) and Back et al. (2016) proposed the
structure and simulation techniques for a digital data model to
improve productivity in large shipyards. In their studies, they
suggested systems and methods for implementing a digital ship-
yard and building and automating digital models, which were
verified. In small shipyards, workers primarily rely on manual
measurements using tools like rulers, whereas in large shipyards,
point-centered quality control utilizing EDM (Electric wave Dis-
tance Measuring) equipment is employed. However, the

https://doi.org/10.1016/j.ijnaoe.2023.100534
2092-6782/© 2023 Society of Naval Architects of Korea. Production and hosting by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (http://
creativecommons.org/licenses/by-nc-nd/4.0/).
D.-K. Lee and B.-Y. Park
application of these methods in small shipyards poses challenges
due to limitations in terms of cost and available manpower.
Recently, Lee et al. (2021, 2022a), Wang (2020a) and Lee and
Park (2020) conducted a study on digital quality control for small
and large shipyards. The comparison and conditions of scanning
methods were studied using 3D scanning devices and point clouds.
The processing and utilization methods of the measured 3D point
clouds were proposed.
In this study, we aim to propose procedures and methods
related to quality control of small crafts using 3D scanning and
point clouds. We will apply the technology in the main production
stages of a real small craft and examine its efficiency and
limitations.
2. Production and quality control of composite crafts
2.1. Production method of composite crafts
Composite small crafts are produced through a production
method that blends two different methods, mass production and
engineering to order. Mass production refers to the production of
large numbers of identical products through assembly lines quickly
and efficiently, such as cars and semiconductors. Engineering to
order refers to the design and production process that incorporates
various options to meet the individual requirements of customers.
As a result, composite small crafts apply a mixed-type small-
scale production method that prioritizes delivery, and can be
considered to have the characteristics of both mass production and
engineering to order. The small craft are constructed mainly with
FRP (Fiber Reinforced Plastic), with glass fibers being a popular
choice. The use of glass fibers in FRP results in low production cost,
superior strength and longevity, as well as protection against
corrosion and UV damage. Hence, FRP is a widely used material for
shipbuilding of most small crafts under 100 ft. Nevertheless, the
Fig. 1. Process of the mock-up and manufacturing mold stages.
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International Journal of Naval Architecture and Ocean Engineering 15 (2023) 100534
challenge of environmental contamination arising from the
disposal phase remains a pressing concern. FRP can be molded
through various techniques such as hand lay-up and infusion,
however, small crafts typically employ hand lay-up methods. Glass
fibers or thermosetting materials such as epoxy or polyester resins
are commonly used. The arrangement of glass fiber is determined
by the lamination schedule to have various directional patterns to
ensure maximum strength and durability of the boat's structure. In
this study, the mock-up process and manufacturing mold process
are identified as the key stages of production for quality control in
small boats production. Each product within these stages follows a
process similar to that depicted in Fig. 1, and the entire process
relies on manual work performed by workers. Consequently, the
implementation of quantitative quality control utilizing 3D scan-
ning is anticipated to enhance the overall performance of the crafts.
2.2. Quality control of composite crafts
As mentioned in the previous section, The composite craft is
fabricated using the molding method, where the composite mate-
rial is layered on a male mold, then a female mold is produced, and
finally the product is molded by layering the composite material
between the male and female molds. The production of the final
product requires the creation of multiple wooden molds and
manufacturing molds for producing the hull and upper structures.
The mock-up and manufacturing mold directly affect the hull form
of a boat and therefore have a close relationship with the boat's
navigation performance. This is why precise quality control is
necessary. However, during the actual shipbuilding process,
repeated use and damage to the molds during correction, among
other processes, result in continuous shape changes, making it
increasingly difficult to achieve the desired performance as ships
are produced repeatedly. Additionally, due to the manual nature of
the shipbuilding process, product shapes can vary based on the
D.-K. Lee and B.-Y. Park
worker's proficiency, hindering the guarantee of uniform ship
quality. The shapes at each stage must be identical: the hull form
design, the mock-up shape, the manufacturing mold derived from
the mock-up, and the final hull product derived from the
manufacturing mold. This ensures that the estimated performance
of the ship in the design stage can be properly achieved.
Shipyards typically maintain their own quality control stan-
dards, with the goal of producing products with errors no larger
than 5 mm. The measurements are primarily performed based on
two-dimensional dimensions, with a focus on length. However, in
practice, deformations are primarily driven by the three-
dimensional shape of the product, and its performance is influ-
enced by both its 2D length and 3D shape.
This study aimed to investigate the quality control of composite
small crafts produced repetitively at shipyards. To this end, a de-
viation analysis method was applied, comparing CAD data used in
manufacturing with 3D scan data. Deviation analysis determines
differences or deviations by comparing the design specifications
and actual measurements of a product or component. It includes
comparing design data generated in CAD software with 3D scan
data captured from physical objects using 3D scanning technology.
Additionally, it can identify differences between two data sets such
as changes in shape, size, and position, and visually represent de-
viation through graphical representation.
The digital shape model of the mock-up, mold, and hull of the
craft, which are step-by-step products, was developed through 3D
scanning measurement for quality control based on deviation
analysis. The deviation between the design data and shape model
of the existing boats was analyzed by comparing the digital shape
model. The main shape of the hull was measured in the first craft
building process, where structural deformation did not occur, and
the shape differences were quantitatively confirmed. The results of
this study have significance as data for establishing shape quality
control standards for boats that will be produced several times in
the future, based on the measured values at the state with the least
deformation.
3. 3D scanning and deviation analysis
3.1. Introduction to 3D scanning technology
3D scanning technology is widely used in various industries, not
just in the shipbuilding and maritime field, and is a key component
of quality control strategies. In shipbuilding, non-contact scanners
are commonly used, and measurement results can be classified as
1D point measurement, 2D line measurement, or 2.5D surface
measurement based on the type of sensor used. However, all
measurement results are represented in the X, Y, Z coordinate
system, so it is generally referred to as 3D scanning.
One of the important factors that needs to be determined for
measuring the target is the selection of appropriate scanning
method based on the target's morphological features and data
utilization purpose. This requires considering the size of the target
and the measurement environment. The scanner can be divided
into two main categories, contact and non-contact. Contact scan-
ning involves directly contacting the target to measure its shape,
while non-contact scanning involves detecting the shape by
Table 1
Characteristic of non-contact 3 d scanners.
Type Scan Range
Portable and stationary (Long-range laser scan) 1e300 m
Portable and hand-held (Mid-range structured light scan) 0.3e1.5 m
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International Journal of Naval Architecture and Ocean Engineering 15 (2023) 100534
computing the time of the light reflected from the target, such as
laser or light. Generally, contact scanning equipment is capable of
obtaining precise data due to its short focal distance compared to
non-contact scanning. However, data post-processing takes longer
when the target size is relatively large and the measurement area is
small. For large structures such as large ships and small ships
greater than 10 m in size, long-range laser scanning methods are
adopted, while for small parts and ship equipment less than 1.5 m
in size, structured light precision scanning methods are adopted
(Table 1).
After determining an appropriate scanning method, it is
important to pre-evaluate the surface and shape characteristics of
the target object. This is crucial because the quality of scan data can
be influenced by various factors during the scanning process, such
as the light source, color, and surrounding environment. As shown
in Fig. 2, complete data acquisition becomes challenging for black
objects with high absorbance, surfaces with high reflectivity like
metals, as well as transparent or thin objects. Therefore, for objects
with high reflectivity, it is necessary to apply anti-reflection spray
to reduce reflectance. For thin objects, a method of simultaneous
measurement with surrounding objects and background should be
employed. Additionally, for objects lacking distinct geometric fea-
tures such as hulls and molds, achieving proper alignment of the
final scan data may be difficult. In such cases, incorporating tex-
tures such as clay and markers can be considered to enhance the
capture of geometric characteristics.
In this study, the characteristics of the target product with a size
of 6~7 m and the working environment of the shipyard where many
workers are participating, as well as the limitations of engineer
manpower and equipment investment in small shipyards were
considered. As a result, a non-contact scanner was selected for its
ease of portability and accessibility, and its characteristics were
confirmed using both long-range laser scanners and mid-range
structured light scanners. The 3D scanners used in this study are
the FARO F350s and Artec EVA. As shown in Figs. 3 and 4, the 3D
scanner calculates the distance to the measuring target by using
time of flight, phase shift, and triangulation methods. The F350s, a
long-range scanner, adopts the phase-shift method, while the EVA,
a structured light scanner, measures the distance using the trian-
gulation method.
3.2. 3D scan data processing
The objective of 3D scanning is to measure the external form of
the measurement target and is mostly collected in the form of point
clouds. To obtain accurate point clouds, it is extremely important to
perform scanning at an appropriate location by considering data
overlapping. This is referred to as the scanning plan and not only
can it reduce the total scanning time, but it also has a significant
impact on minimizing the shadow area and improving scan accu-
racy. Data post-processing refers to the process of refining the ac-
quired point cloud to improve its quality. Commonly, the main
post-processing methods for point clouds include cleaning such
as noise removal, data alignment and registration, and mesh model
creation.
The process of the scanned data obtained through mid-range
structured light scanners is shown in Fig. 5. The mid-range
Accuracy Application
2e5 mm Large and small ships
0.1e1 mm Part and devices of ships
D.-K. Lee and B.-Y. Park International Journal of Naval Architecture and Ocean Engineering 15 (2023) 100534

Fig. 2. Pre-processing for enhanced accuracy in shape measurement and registration.

Fig. 3. Principles of time of flight and phase shift laser scanners (Wang et al., 2020b).

scanner measures the entire shape by connecting partial shapes of

the scanning target. The partial shapes are comprised of individual
scan data containing about 500 frames, and after individually
cleaning, aligning, and registering several dozens of unit scan
models with a size of about 0.5e1 m, a total mesh model is
generated through the process.
Fig. 6 Illustrates the processing of scan data acquired using a
long-range laser scanner. Unlike structured light scanners, long-
range scanners measure the shape of both the target and its sur-
roundings, hence the scan data undergoes alignment and regis-
tration before going through a cleaning process that extracts the
desired target shape, resulting in the creation of a target shape
model.

3.3. 3D deviation analysis

The 3D deviation analysis refers to the comparison of measured

target scan data based on the CAD data developed in the design
stage (Fig. 7). In this study, the shape data of intermediate product
mock-up, mold, and final product hull was measured and deviation
analysis was performed. The reference position of X, Y, and Z was
extracted based on the 3D CAD data and the target scan data was
aligned and a comparison of the gap between the selected
measured points was conducted by selecting the measured points
(Fig. 8).
Fig. 4. Principles of triangulation method of structured light scanners (Lee et al., The analysis calculates a deviation value for every vertex in the
2022b). measured data. The total number of points compared will be called
4
D.-K. Lee and B.-Y. Park International Journal of Naval Architecture and Ocean Engineering 15 (2023) 100534

Fig. 5. Scan data process of the mid-range structured light scanner for small crafts.

Fig. 6. Scan data process of the long-range laser scanner for small crafts.

n. At every measured point, the gap vector (GV) is calculated, which

represents the vector connecting the reference point (Pr) to the
measured point (Pm) by Eq. (1) and (2). Pm ¼ Cxm ; ym ; zm D pr ¼ Cxr ; yr ; zr D (1)

5
D.-K. Lee and B.-Y. Park
Fig. 7. 3D target scan data and CAD data of the composite small craft.
Fig. 8. Point clouds data alignment of the composite small craft.
GV ¼ Cxm  xr ; ym  yr ; zm  zr D
The magnitude of this gap vector is then transformed into a scalar
value, referred to as the Gap Distance (D), Eq. (3). The Gap Distance
represents the deviation from the reference data at the given point.
If the measured point falls on the negative side of the reference
data, the Gap Distance is assigned a negative value. The terms
“deviation” and “Gap Distance” can be used interchangeably.
qffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
D ¼ GV 2x þ GV 2y þ GV 2z
The Gap Distance (D) can be utilized to analyze the smallest gap
distance value, largest gap distance value, the arithmetic mean of
all gap distances (Eq. (4)), the Root Mean Square (a measure of the
magnitude of all deviation values, Eq. (5)).
International Journal of Naval Architecture and Ocean Engineering 15 (2023) 100534
1X n
A¼ D (4)
n i¼1 i
vffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
u n
u1 X 2
RMS ¼ t D (5)
n i¼1 i
And the standard deviation of all gap distance values and the
variance of gap distance values calculated by Eqs. (6) and (7).
vffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
u n
u1 X
s¼t ðD  AÞ2 (6)
n i¼1 i
Var ¼ s2 (7)
In addition, we can analyze the mean of all positive and negative
gap distances, the percentage of points that have a gap distance
within the defined tolerance and the percentage of points that are
outside the defined tolerance, as well as the percentage of points
that are greater than the upper tolerance limit or less than the
lower tolerance limit.
4. Quantitative product quality control using 3D deviation
analysis
The production of small composite crafts involves several stages,
including design, mock-up mold, FRP manufacturing mold, and
ship production. The precision manufacturing of products at each
stage plays a crucial role in determining the final quality of the craft.
Therefore, this paper aims to analyze the shape quality of products
at different key production stages, focusing on a 24 ft-class com-
posite small craft as presented in Table 2.
In addition, to analyze the shape quality of the intermediate
products, two types of error analyses were conducted. Firstly, a
conventional deviation analysis method was applied, comparing
the measured data to the design data as the reference. Secondly, the
comparison between the measurement data from the previous
process and the measurement data from the subsequent process
was performed to assess the deviation between the pre-process
and post-process products.
To accomplish this objective, we employ the 3D Compare
function, one of the several methods for deviation comparison, as
depicted in Fig. 9. The 3D Compare function visualizes the deviation
between the reference data and the measured data as a color map,
providing both visual and quantitative analysis according to the set
(2) tolerance.
We performed a production error analysis under two conditions
to evaluate the error in intermediate products. The first condition
involved applying a conventional deviation analysis method, which
compared the measured data with the design data as the reference.
The second condition aimed to verify the deviation between the
intermediate products by comparing the measurement data of the
post-process with the reference data, which was taken from the
pre-process measurement data.
4.1. Comparison with design data
(3)
In this section, the design data used for producing the hull mold
was selected as the reference data. The hull mold corresponds to
the first stage product in the production of the small composite
craft. Based on this, a 3D deviation analysis was performed on the
measurement data of the products at each production stage.
6
D.-K. Lee and B.-Y. Park International Journal of Naval Architecture and Ocean Engineering 15 (2023) 100534

Table 2
Specifications of a 24 ft-class composite small craft.

Length(LOA) 7.150 m
Length(LBP) 7.150 m
Beam(B) 2.580 m
Depth 1.380 m
Draft 0.400 m
Displacement 1.500 ton

Fig. 9. 3D compare of deviation analysis for composite small crafts.

Table 3
3D scan results of key production stages of hull shape.

Stage 1 Mock-up Stage 2 Manufacturing mold Stage 3 Hull product

point clouds 455,168 pcs point clouds 171,729 pcs point clouds 186,582 pcs
polygons 910,336 pcs polygons 341,740 pcs polygons 371,846 pcs

7
D.-K. Lee and B.-Y. Park
Table 3 presents the results of measurements conducted on
products at different stages of production. For the initial stage
product, the mock-up, scanning was performed using a handheld
short-range structured light scanner with a 3D accuracy of 0.1 mm.
The resulting final mesh model, after data post-processing, con-
sisted of 455,168 point clouds and 910,336 polygons. For the
remaining stage products, the manufacturing mold and hull prod-
uct, a fixed-type long-range laser scanner with an accuracy of
0.2 mm was utilized. Post-processing yielded 171,729 points
(341,740 polygons) for the manufacturing mold and 186,582 points
Fig. 10. 3D deviation analysis results compared to design data.
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International Journal of Naval Architecture and Ocean Engineering 15 (2023) 100534
(371,846 polygons) for the hull product.
In this analysis, a tolerance of ±1 mm was set to determine the
distribution range of the production data.
As shown in Fig. 10., the data satisfying the allowable tolerance
for the mock-up is 16.63%, the data range exceeding the allowable
tolerance (positive data) is 52.19%, and the data range less than the
allowable tolerance (negative data) is 31.17% with an average de-
viation of 1.43 mm. For the manufacturing mold, the data satisfying
the allowable tolerance is 22.80%, the data range exceeding the
allowable tolerance (positive data) is 38.48%, and the data range
D.-K. Lee and B.-Y. Park International Journal of Naval Architecture and Ocean Engineering 15 (2023) 100534

less than the allowable tolerance (negative data) is 38.72% with an indicating that the part is very close to the design specification and
average deviation of 1.28 mm. In the case of the hull product, the there is a high probability of good quality. The RMS of mock-up,
data satisfying the allowable tolerance is 12.93%, the data range manufacturing mold, and hull product were 7.24 mm, 6.10 mm,
exceeding the allowable tolerance (positive data) is 31.91%, and the and 6.34 mm, respectively. The results indicate that the
data range less than the allowable tolerance (negative data) is manufacturing mold was the closest value to the design data. The
55.15% with an average deviation of 0.92 mm. The visual deviation deviation ratio was highest for the manufacturing mold with 22.8%.
analysis based on the color map shows that deviations occur mainly This indicates that it was relatively close to the initial design
in the high curvature areas such as the bow and chine line of the specification during production. For the final product, the hull
mock-up produced based on the mock-up design data. Also, it can product, the deviation ratio was the lowest at 12.93%, but the de-
be confirmed that large deformation occurs in the bow and stern of viation was 0.22 mm lower than the average RMS value of 6.56 mm.
the hull product from the manufacturing mold during the finishing This indicates that the product was manufactured with good
process. quality.
Table 4 compares the deviation data of the products produced in
each stage quantitatively with respect to the mock-up design data.
RMS (Root Mean Square) is a metric used to quantify the difference 4.2. Comparative analysis of pre-procss and post-process products
between the design data in the quality control of manufactured in the production stage
parts. The closer the value is to zero, the closer the reference data is,
In this section, the objective was to compare the deviations
between pre-process and post-process products. For the stage 1
Table 4 and stage 2 manufacturing stages, Table 3(stage 1) was selected as
Quantitative deviation analysis results compared to design data. the reference data. A 3D deviation analysis was conducted using
Mock-up Manufacturing mold Hull product this reference data and the measured data of Table 3(stage 2).
Similarly, for the stage 2 and stage 3 manufacturing stages,
Min. (mm) 25.14 29.92 28.57
Max. (mm) 29.79 29.97 29.34 Table 3(stage 2) was chosen as the reference data. A 3D deviation
Average (mm) 1.43 1.28 0.92 analysis was performed using this reference data and the measured
RMS(mm) 7.24 6.10 6.34 data of Table 3(stage 3).
In Tol. (%) 16.63 22.80 12.93 As shown in Fig. 11., the percentage of data that satisfies the
Out Tol. (%) 83.37 77.20 87.06
allowed tolerance in stage 1 and stage 2 process is 12.64%, while the

Fig. 11. 3D deviation analysis of pre-process and post-process products in the production stage.

9
D.-K. Lee and B.-Y. Park
Table 5
Results of the deviation of pre-process and post-process products in the production
stage.
Stage 1 / Stage 2 Stage 2 / Stage 3
Min. (mm) 30.00 29.93
Max. (mm) 30.00 29.99
Average (mm) 2.03 0.98
RMS(mm) 7.88 5.40
In Tol. (%) 12.64 14.96
Out Tol. (%) 87.36 85.04
range of data that exceeds the allowed tolerance (positive data) is
50.92%, and the range of data that is below the allowed tolerance
(negative data) is 38.39%. The average deviation in this case is
2.03 mm. In the case of stage 2 and stage 3 process, the percentage
of data that satisfies the allowed tolerance is 14.96%, the range of
data that exceeds the allowed tolerance is 33.21%, and the range of
data that is below the allowed tolerance is 45.60%. The average
deviation in this case is 1.28 mm. In the case of the hull product, the
percentage of data that satisfies the allowed tolerance is 12.93%, the
range of data that exceeds the allowed tolerance is 31.91%, and the
range of data that is below the allowed tolerance is 55.15%. The
average deviation in this case was found to be 0.99 mm.
The results of the visual deviation analysis, conducted using a
colormap, revealed that in the case of process stage 1 and stage 2,
substantial deviations were evident at the stern, bow, and chine
line.
Conversely, As shown in Table 5, by addressing deformations in
process stage 2 and stage 3, the RMS deviation compared to process
stage 1 and stage 2 decreased by 31.5% (from 7.88 mm to 5.40 mm),
and the allowable deviation ratio increased by 18.35% (from 12.64%
to 14.96%). The histogram displays a symmetrical distribution
pattern (in the form of a Gaussian distribution) centered around the
mean, indicating that the quality improvement has been accom-
plished relative to process stage 1 and stage 2.
5. Conclusion
In this paper, we conducted a study on the development and
application of a process using 3D scanning technology for high-
quality shipbuilding for composite small crafts. We aimed to
establish quality control criteria to minimize variability and defects
in the production of similar ships. The main research results are as
follows.
(1) selection of suitable scanner equipment and process defini-
tion for composite small crafts
We conducted product measurements using a long-range laser
scanner and a mid-range handheld scanner. The short-range
handheld scanner used in this study has a high resolution of up
to 0.2 mm, allowing accurate capture of edges such as the chine line
of the hull. However, its scanning range is limited, making it more
suitable for measuring ships larger than 3 m using a long-range
scanner. Furthermore, for quality control of edges and curvature
areas, it is considered feasible to employ a combination of two
scanners: a short-range scanner for the specific areas and a wide-
range scanner for measuring the overall hull shape. This mixed
utilization of scanners can provide an effective approach to quality
control.
(2) acquisition of scan data at key stages of the product pro-
duction process (mock-up, mold, hull)
10
International Journal of Naval Architecture and Ocean Engineering 15 (2023) 100534
The actual key stage products were scanned to acquire point
cloud data. However, it is determined that there was insufficient
planning in terms of appropriate resolution and scan positions for
the products in this study. In future research, we intend to propose
methods for ensuring data quality by establishing suitable scanning
plans based on the characteristics of the target products, such as
distance and environmental factors.
(3) quantitative 3D deviation analysis between CAD data and
scan data.
In contrast to existing knowledge that all mass-produced com-
posite crafts have the same shape, the results showed that there is a
shape difference between design data and the actual product.
This paper proposes a quantitative product quality control sys-
tem based on 3D scan data for composite small craft. Its effective-
ness was verified by applying the research results to an actual
product. These results suggest that it's necessary to account for
production errors when estimating the performance of ships based
on design information. Shipbuilders can use these results to pro-
duce higher quality products, accurately estimate the amount of
composite materials used, or conduct reverse design to improve
existing boats.
Declaration of competing interest
The authors declare the following financial interests/personal
relationships which may be considered as potential competing
interests: The authors have received fees from R&D Program
(S3205934) the Ministry of SMEs and Startups (MSS, Korea) for the
writing of the paper.
Acknowledgement
This work was supported by the Technological Innovation R&D
Program (S3205934) funded by the Ministry of SMEs and Star-
tups(MSS, Korea).
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