Hydro-structural issues in the design of ultra large container ships
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The structural design of the ships includes two main issues which should be checked carefully, namelythe extreme structural response (yielding & buckling) and the fatigue structural response. Even if the correspondingfailure modes are fundamentally different, the overall methodologies for their evaluation have many common points. Both issues require application of two main steps: deterministic calculations of hydro-structure interactions for givenoperating conditions on one side and the statistical post-processing in order to take into account the lifetime operationalprofile, on the other side. In the case of ultra large ships such as the container ships and in addition to the classicalquasi-static type of structural responses the hydroelastic structural response becomes important. This is due to severalreasons among which the following are the most important: the increase of the flexibility due to their large dimensions(Lpp close to 400 m) which leads to the lower structural natural frequencies, very large operational speed (> 20 knots)and large bow flare (increased slamming loads). The correct modeling of the hydroelastic ship structural response, andits inclusion into the overall design procedure, is significantly more complex than the evaluation of the quasi staticstructural response. The present paper gives an overview of the different tools and methods which are used in nowadayspractice
Abstract
The structural design of the ships includes two main issues which should be checked carefully, namelythe extreme structural response (yielding & buckling) and the fatigue structural response. Even if the correspondingfailure modes are fundamentally different, the overall methodologies for their evaluation have many common points. Both issues require application of two main steps: deterministic calculations of hydro-structure interactions for givenoperating conditions on one side and the statistical post-processing in order to take into account the lifetime operationalprofile, on the other side. In the case of ultra large ships such as the container ships and in addition to the classicalquasi-static type of structural responses the hydroelastic structural response becomes important. This is due to severalreasons among which the following are the most important: the increase of the flexibility due to their large dimensions(Lpp close to 400 m) which leads to the lower structural natural frequencies, very large operational speed (> 20 knots)and large bow flare (increased slamming loads). The correct modeling of the hydroelastic ship structural response, andits inclusion into the overall design procedure, is significantly more complex than the evaluation of the quasi staticstructural response. The present paper gives an overview of the different tools and methods which are used in nowadayspractice
참고문헌 (14)
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