Presentation on theme: "6.1 Unique Aspects of Ship Structures"— Presentation transcript:
16.1 Unique Aspects of Ship Structures Ships are BIG!Three dimensional complex shape.Multi-Purpose Support Structure and Skin.Ships see a variety of dynamic and random loads.Ships operate in a wide variety ofenvironments.
26.2 Ship Structural Load Distributed Forces ; weight & buoyancy Resultant weight force due tothe distributed weightGWLBResult Buoyancy force due tothe distributed buoyancy< Floating Body in Static Equilibrium>Two forces are equal in magnitude.The centroid of the forces are vertically in line.
3Distributed Forces Distributed Buoyancy - Buoyant forces can be considered as a distributed force.barge50 ft2 LT/ftuniformlydistributedforce
4Distributed Forces Distributed Weight Weight of ship can be presented as a distributed force.Case I : Uniformly distributed weight2 LT/ftbarge50 ft
6Shear StressShear stress present at points P, Q, R, S & T due to unbalanced forcesat top and bottom.Load diagram can be drawn by summing up the distributed force vertically.4 LT/ft2 LT/ft1 LT/ft1LT/ft2LT/ftOPQRSTOPQRSTLoad DiagramPShear Force at point P
7Shear StressMaximum shear stresses occur where the load diagram crossesthe x-axis (or equals 0).1 LT/ft2 LT/ftOPQRST-10 LT+10 LTLoadDiagramShear
8Shear Stress How to Reduce Shear Stress of ship To change the underwater hull shape so that buoyancydistribution matches that of weight distribution.- The step like shape is very inefficient with regard tothe resistance.- Since the loading condition changes every time, this methodis not feasible.To concentrate the ship hull strength in an area where largeshear stress exists . This can be done by- using higher strength material- increasing the cross sectional area of the structure.
9Longitudinal Bending Stress Longitudinal Bending Moment and StressUneven load distribution will produce a longitudinalBending Moment.Bending Moment- Buoyant force concentrates at bow and stern.- Weight concentrates at middle of ship.The longitudinal bending moment will create a significantstress in the structure called bending stress.
10Longitudinal Bending Stress A ship has similar bending moments, but the buoyancy and many loads are distributed over the entire hull instead of just one point.The upward force is buoyancy and the downward forces are weights.Most weight and buoyancy is concentrated in the middle of a ship, where the volume is greatest.
12Longitudinal Bending Stress Sagging & Hogging on WavesSagging conditionCrestCrestTroughBuoyant force is greater at wave crests.Hogging conditionCrestTroughTrough
13Longitudinal Bending Stress The longitudinal bending moment creates a significantstructural stress called the bending stressWhere:M = Bending MomentI = 2nd Moment of area of the cross sectiony = Vertical distance from the neutral axis= tensile (+) or compressive(-) stress
14Longitudinal Bending Stress Quantifying Bending StressySagging conditionACompressionyABBTensionNeutral AxisBending Stress :M : Bending MomentI : 2nd Moment of area of the cross sectiony : Vertical distance from the neutral axis: tensile (+) or compressive(-) stress
15Longitudinal Bending Stress Quantifying Bending StressHogging conditionyTensionAABBCompressionNeutral AxisNeutral Axis : geometric centroid of the cross section ortransition between compression and tension
16Longitudinal Bending Stress Example :Bending Stress of Ship HullSternBowDeckANeutralAxisBKeelcrosssectionTicknessADeck : CompressionKeel : TensionBShip could be at sagging condition even in calm water .Generally, bending moments are largest at the midship area.
17Longitudinal Bending Stress Example :Bending Stress of Ship HullSternBowDeckNeutral AxisABKeelcrosssectionTicknessyAN.A.This ship has lager bendingstress at keel than deck.KeelB
18Longitudinal Bending Stress Reducing the Effect of Bending stressBending moment are largest at amidship of a ship.Ship will experience the greatest bending stress at the deckand keel.The bending stress can be reduced by using:- higher strength steel- larger cross sectional area of longitudinal structural elements
19Longitudinal Bending Stress Hull Structure InteractionBending stress at the superstructure is large because of itsdistance from the neutral axis.In Sagging or Hogging condition, severe shear stresses betweendeck of hull and bottom of the superstructure will be created.This shear stresses will cause crack in area of sharp cornerswhere the hull and superstructure connect.This stress can be reduced by an Expansion Joint
20Longitudinal Bending Stress Expansion JointCompression orTension on bottomCompression or Tension on deckBy using Expansion Joint, the super structure will beallowed to flex along with the hull.
21Other Loads Hydrostatic Loads Torsional Loads Loading associated with hydrostatic pressureHydrostatic Loads are considerable in submarinesHydrostatic pressure :Torsional LoadsTorsional Loads of hull are often insignificantThey can have effect on ships with large opening(s) in theirweather deck. (e.g., research vessels)
22Other Loads Weapon Loads Loading due to explosion of weapons or shock impact, both in air and underwaterNaval Vessel should resist these forcesNaval vessel will often go through a series of shock trials during initial sea trials.
23Example Problem4LT/ft2LT/ft3LT/ft20ft20ft30ft10ft20ftABCD100ftA 100ft long box shaped barge has an empty weight distribution of 2LT/ft. What is the total buoyant force floating the empty barge in calm water?The barge is then loaded with the additional cargo weight distribution shown above. What is the buoyant force distribution in calm water for the loaded barge?At which point, (A, B, C or D) is the barge under the greatest shear stress?Is the barge in a hogging or sagging condition?If a wave hits which peaks at the center of the barge and troughs at the ends, is the condition above mitigated or exacerbated?
24Example Answer FB Total Empty=100ft×2LT/ft=200LT CD100ft0.1LT/ft2.1LT/ft1.1LT/ftLoad Diagram1.9LT/ft1.9LT/ftFB Total Empty=100ft×2LT/ft=200LTFB Total Loaded=200LT+20ft×2LT/ft+ 30ft×4LT/ft+10ft×3LT/ft=390LTFB Dist’n=390LT/100ft=3.9LT/ftPoint A & D: Load Diagram Crosses X- AxisEnds curling up - Sagging(Mitigated by providing additional support at center of barge)
256.3 Ship Structure Structural Components Girder - High strength structure running longitudinallyKeel- Large center plane girder- Runs longitudinally along the bottom of the shipPlating- Thin pieces enclosing the top, bottom and side of structure- Contributes significantly to longitudinal hull strength- Resists the hydrostatic pressure load (or side impact)Frame- A transverse member running from keel to deck- Resists hydrostatic pressure, waves, impact, etc
26Ship Structure Structural Components Floor - Deep frame running from the keel to the turn of the bilge- Frames may be attached to the floors(Frame would be the part above the floor)Longitudinal- Girders running parallel to the keel along the bottom- Intersects floors at right angles- Provides longitudinal strength
27Ship Structure Structural Components Stringer - Girders running along the sides of the ship- Typically smaller than a longitudinal- Provides longitudinal strengthDeck Beams- Transverse member of the deck frameDeck Girder- Longitudinal member of the deck frame(deck longitudinal)
29Framing System Longitudinal Framing System Transverse Framing System Increase ship’s strength by:- Adding framing elements more densely- Increasing the thickness of plating and structuralcomponentsAll this will increase cost, reduce space utilization andallow less mission-related equipment to be addedOptimizationLongitudinal Framing SystemTransverse Framing SystemCombination of Framing System
30Framing System Longitudinal Framing System - Longitudinals are spaced frequently but shallower- Frames are spaced widely- Keel, longitudinals, stringers, deck girders, platesPrimary role of longitudinal members : to resist thelongitudinal bending stress due to sagging and hogging.A typical wave length in the ocean is 300ft. Ships of this lengthor greater are likely to experience considerable longitudinalbending stress.Ship that are longer than about 300ft (long ship) tend to have agreater number of longitudinal members than transversemembers.
31Framing System Transverse Framing System Transverse Framing System : - Longitudinals are spaced widely but deep.- Frames are spaced closely and continuouslyTransverse members : frame, floor, deck beam, platingPrimary role of transverse members : to resist hydrostaticloads.Ships shorter than 300ft and submersibles
32Framing System Combined Framing System Combination of longitudinal and transverse framing systemPurpose :- To optimize the structural arrangement for the expectedloading- To minimize the costTypical combination :- Longitudinals and stringers with shallow frame- Deep frame every 3rd or 4th frame
34Double BottomsTwo watertight bottoms with a void space in between to withstand- the upward pressure- bending stresses- bottom damage by grounding and underwater shock.The double bottom provides a space for storing- fuel oil- ballast water & fresh water- smooth inner bottom which make it easier to arrange cargo &equipment and clean the cargo hold.
35Watertight BulkheadsLarge bulkhead which splits the the hull into separate sectionsPrimary role- Stiffening the ship- Reducing the effect of damageThe careful positioning the bulkheads allows the ship to fulfillthe damage stability criteria.The bulkheads are often stiffened by steel members in thevertical and horizontal directions.
366.4 Modes of Structural Failure 1. Tensile or Compressive YieldSlow plastic deformation of a structural component due to anapplied stress greater than yield stressTo avoid the yield, Safety factors are considered for shipconstructions.Safety factor = 2 or 3(Maximum stress on ship hull will be 1/2 or 1/3 of yieldstress.)
37Modes of Structural Failure 2. BucklingSubstantial dimension changes and sudden loss of stiffnesscaused by the compression of long column or plateBuckling load on ship : cargo, waves, impact loads, etc.Ex :Deck buckling : by sagging or hogging, loading on deckSide plate buckling : by waves, shock, groundingscolumn bucking : by excessive axial loading
38Modes of Structural Failure 3. Fatigue FailureThe failure of a material from repeated application of stresssuch as from vibrationEndurance limit : stress below which will not fail from fatigueFatigue failure is affected by- material composition (impurities, carbon contents,internal defects)- surface finish- environments (corrosion, salinities, sulfites, moisture,..)- geometry (sharp corners, discontinuities)- workmanship (welding, fit-up)Fatigue generally creates cracks on the ship hull.
39Modes of Structural Failure 4. Brittle FractureA sudden catastrophic failure with little or no plastic deformationBrittle fracture depends onMaterial: Low toughness & high carbon materialTemperature: Material operating below its transition temperatureGeometry: Weak point for crack : sharp corners, edgesType / Rate of Loading: Tensile/impact loadings are worse
40Modes of Structural Failure 5. CreepThe slow plastic deformation of material due to continuouslyapplied stresses that are below its yield stress.Creep is not usually a concern in ship structures.
41Example Problem: Identify the following ship structural elements: ____________Strength Members____________________________________Strength Members_____________________
42Example Answer: Identify the following ship structural elements: Transverse Strength MembersFrameFloorDeck BeamPlatingLongitudinal Strength MembersKeelLongitudinalStringerDeck GirderPlating
43Example ProblemFor the following components, what is the primary failure mode of concern and how do we address that concern?Thick low carbon steel nuclear reactor pressure vesselAluminum airplane wings where they join the fuselageWeapons handling gearSteel water tower legs
44Example Answer Thick low carbon steel nuclear reactor pressure vessel Brittle FractureOperate primarily above transition temperatureMinimize stresses when below transition temperatureAluminum airplane wings where they join the fuselageFatigueHighly polished surfacesFrequent inspectionsPeriodic replacementsWeapons handling gearTensile/compressive yieldLimit loadsPerioidic weight testsVisual inspections prior to useSteel water tower legsBuckling/instabilityCross brace
45Review of Chapters 4-6 Chapter 4: Stability Chapter 5: Properties of Naval MaterialsChapter 6: Ship StructuresReview Equation & Conversion Sheet
46Chapter 4: Stability Internal Righting Moment Curve of Intact Statical StabilityStability Characteristics from CurveEffect of Vertical Motion of G on GZEffect of Transverse Motion of G on GZDamage StabilityFree Surface CorrectionMetacentric Height and Stability
56Chapter 6: Modes of Structural Failure Tensile or Compressive YieldExceed Yield StressBucklingBowing induced by longitudinal load on slender structuresyStressStrain
57Chapter 6 Fatigue Failure Brittle Fracture Material Temperature GeometryRate of LoadingSteelsStress(psi)Endurance LimitAluminumCycles NCharpy(Impact)Toughness(in-lbs)BrittleDuctileBehaviorDuctileStressBrittleBehaviorTransitionTemperatureStrainTemperature(°F)
58Summary Equation Sheet Assigned homework problems Homework problems not assignedExample problems worked in classExample problems worked in text