You are on page 1of 33

Eng.

6002 Ship Structures 1

LECTURE 10: FINITE ELEMENT TECHNIQUES


IN SHIP STRUCTURAL DESIGN

Contents
Introduction

Linear Analysis
Static Non-linear

Analysis
Transient Dynamic
Analysis
Other Applications

Introduction
The finite element technique was introduced in ship

design with a significant delay with respect to other fields


(automotive, aircraft and aerospace industry)
the high degree of conventionality of vessels allowed a

complete and effective structural scantling based on


experienced and consolidated rules.

Introduction
Recently, the development of unconventional vessels and

the adoption of light and advanced materials showed the


limitations of the range of validity of the existing rules
Increased use of F.E. technique

Introduction
In this lecture, some significant examples relevant to the

application of F.E. technique to ship structural design are


reported.
Examples make reference to:
1. global and local strength evaluation
2. the collapse of structural components in advanced
materials
3. impact simulations with fluid-structure interaction.

Introduction
Particular emphasis is devoted to the fluid-structure

interaction, which represents one of the most recent


numerical application in the field of ship design.

Linear Analysis: Global Strength Evaluation


Global strength evaluation: evaluation of the stress levels

related to the hull girder idealisation,


Considers the main global load effects due to both wave
and still water conditions acting on the hull as:

longitudinal bending moment, both hogging and sagging;

shear force;

torque moment.

Linear Analysis : Global Strength Evaluation


the approaches:
the adoption of F.E. technique, using a beam idealisation
of the ship

Linear Analysis : Global Strength Evaluation


using a 3D - F.E. model of a part of the ship

Linear Analysis : Global Strength Evaluation


using a 3D - F.E. model representing the whole hull

structure:

Linear Analysis : Global Strength Evaluation


the third approach allows a more complete overview of

the structural behaviour of the hull,


the designer can obtain useful information about:

global and local deflection;

stress concentration and structural behaviour in the main structural


discontinuities of the hull and superstructures;

the contribution level of the different decks to longitudinal bending


(especially for passengers vessels);

the distribution of shear stress in the main structural components of


the hull;

the stress level in pillar structural elements.

Linear Analysis : Local Strength Evaluation


Local strength evaluation can be interpreted as:

the structural analysis of a limited part of the structure


subjected to the loads directly applied on it;
2. the analysis of a limited part of the structure or what
happens in a well defined structural detail when the
whole ship structure is subjected to the global load
effects (substructuring).
1.

Linear Analysis : Local Strength Evaluation


the second interpretation represents a very ambitious

objective. This is particularly used in strength and/or in


fatigue life considerations

Linear Analysis : Local Strength Evaluation


In this context, a further methodology that can offer a

great help in local strength evaluation is represented by


an adaptive-meshing procedure.
This procedure is practically an automatic refinement of
the mesh, that can be guided by the user.

Linear Analysis : Local Strength Evaluation


So, the adaptive method may represent a very useful tool

for investigating stress levels in structural details


the actual geometry of the examined structure should be
completely defined in the initial mesh. In fact, it is not
effective to deal with very fine meshes if the geometric
shapes and details do not correspond to the actual
structure.

Transient Dynamic Analysis: Drop test


simulation
Large impulse loads are experienced by a body during

impact with water. This is often designated as slamming.


Both fore and bottom parts of a ship are exposed to
slamming, as well as the deck between the two hulls of a
catamaran or a surface effect ship
Slamming loads can lead to structural damage as well as
induce whipping.

Transient Dynamic Analysis: Drop test


simulation
Current trends to produce innovative, lighter and faster

ships, increase the probability of slamming and, in


addition, lighter structures are more prone to slamming
damage than conventional structures.
Both aspects demand a better understanding and
treatment of slamming loads
In general, conventional analyses are not able to provide
good descriptions or exhaustive models for this kind of
phenomena.

Transient Dynamic Analysis: Drop test


simulation
The study of hydrodynamic impact between ship panels

and a free water surface is traditionally dealt with


through:
1. Analytical methods and experiments, these latter being
preferably carried out under controlled conditions (drop
tests).
2. Direct calculations, by means of suitable finite element
codes for transient analysis that include structure-fluid
interaction algorithms.

Transient Dynamic Analysis: Drop test


simulation
Consider the study of flat ship panels impacting a calm

water surface at prescribed falling velocities.


Analytical methods for wedge bodies break down for all
but the simplest scenarios
The finite element simulation of the above problem needs
a multi-fluid (water & air) approach for the fluid domain,
the modelling of the structural properties of the plate,
equations of state for the fluids, a fluid-structure coupling
algorithm.

Transient Dynamic Analysis: Drop test


simulation
For an impact configuration with the panel impacting the

calm water surface at 0 , and some initial height


Geometric and material properties are specified for the
plate

Transient Dynamic Analysis: Drop test


simulation
The fluid domain has about 20x the number of cells as

the structural grid. A portion of the elements must be


dedicated to both the air domain and water domain. A
view of half of the fluid domain is shown:

Transient Dynamic Analysis: Drop test


simulation
The adopted equations of state for water and air must be

specified and a simulation is run

Timesteps
at
5,10,15,20
ms

Vibration Analysis
The finite element technique was introduced in ship

design with a significant delay with respect to other fields


(automotive, aircraft and aerospace industry)
the high degree of conventionality of vessels allowed a

complete and effective structural scantling based on


experienced and consolidated rules.

Vibration Analysis

A forced vibration analysis was run using the engine


propulsor excitation forces.
The analysis confirmed the vessels vibration problem was
caused by the propulsor.
Changes were made in the design, and vibration was
eliminated

Modeling of Loads: Mass Distribution

Modeling of Loads: Hydrostatic

Still water

Height of WL above global reference point


Trim & Heel angle of waterplane

Wave pressures

Wavelength
Amplitude
Phase angle & yaw angle

R.B.D.-Modeling of Loads: Hydrostatic

Hydrostatic loads are applied


and the model is automatically
balanced on the chosen wave
or stillwater height.

Modeling of Loads: Tanks

Volume (tank) loads are applied


as a percentage filled or a specific
mass or a head.

Canadian Patrol Frigate

100m Fast Ferry

Photo and model courtesy of Rodriquez Engineering, Genoa, Italy

Patrol Craft USCG Island


Class

SWATH Vessels: Cracking Investigation

Y
Y

Z
Z
X
X

T-AGOR 26 (Kilo Moana)

The natural frequency analysis accurately


predicted the hull mode measured in full
scale trials

You might also like