- Email: [email protected]
Investigation on the Structural Damage of a Double-Hull Ship, Part II – Grounding Impact
Available online at www.sciencedirect.com Available online at www.sciencedirect.com
ScienceDirect ScienceDirect
Structural Integrity Procedia 00 (2017) 000–000 Available online www.sciencedirect.com Available online at at www.sciencedirect.com Structural Integrity Procedia 00 (2017) 000–000
ScienceDirect ScienceDirect Procedia Structural (2017) 943–950 Structural IntegrityIntegrity Procedia500 (2016) 000–000
www.elsevier.com/locate/procedia www.elsevier.com/locate/procedia
www.elsevier.com/locate/procedia
2nd International Conference on Structural Integrity, ICSI 2017, 4-7 September 2017, Funchal, 2nd International Conference on Structural Integrity, ICSI 2017, 4-7 September 2017, Funchal, Madeira, Portugal Madeira, Portugal
Investigation on the Structural Damage of a Double-Hull Ship, Part II – Grounding Impact Part II – Grounding Impact Thermo-mechanical modeling of a high pressure turbine blade of an Aditya Rio Prabowoaa, Hyun Jin Chobb, Seung Geon Leebb, Dong Myung Baebb, Aditya Rio PrabowoJung , airplane Hyun Cho Geon Lee b, , Seung gas turbine engine MinJin Sohn *, Joung Hyung Cho,aaDong Myung Bae , b,
on the Structural Damage of a Double-Hull Ship,Portugal XVInvestigation Portuguese Conference on Fracture, PCF 2016, 10-12 February 2016, Paço de Arcos,
Jung Min Sohn *, Joung Hyung Cho P. Brandão , V. Infante , A.M. Deus *
Interdisciplinary Program of Marine Convergence Design, Nam-gu, Yongso-ro 45, Daeyeon-dong, Busan 48513, South Korea a b c b a Department of Naval Architecture and Marine Systems Engineering, Nam-gu, Yongso-ro 45, Daeyeon-dong, Busan 48513, Korea Interdisciplinary Program of Marine Convergence Design, Nam-gu, Yongso-ro 45, Daeyeon-dong, Busan 48513, SouthSouth Korea b Department of Naval Architecture and Marine Systems Engineering, Nam-gu, Yongso-ro 45, Daeyeon-dong, Busan 48513, South Korea a Department of Mechanical Engineering, Instituto Superior Técnico, Universidade de Lisboa, Av. Rovisco Pais, 1, 1049-001 Lisboa, Portugal b Abstract IDMEC, Department of Mechanical Engineering, Instituto Superior Técnico, Universidade de Lisboa, Av. Rovisco Pais, 1, 1049-001 Lisboa, Abstract Portugal c CeFEMA, of Mechanical Engineering,toInstituto Superior Técnico, Universidade de Lisboa, Av. Rovisco Pais, 1,up 1049-001 Possibility ofDepartment marine and offshore structures experience accidental loads has been seriously considered to thisLisboa, day. Possibility marine and offshore structures to experience accidental loads haswhich been in seriously considered up toonthis day. Remarkableofcasualties on related aspects are rising demand toPortugal ensure ship safety this subject is observed marine a
Remarkable casualties on related aspectsstructure are rising ensure ship safety which this subject is observed on marine structure. Ship is an example of marine thatdemand may betosubjected to accidental loadsinduring its operation. The aim of this structure. is an example marineofstructure thatship mayunder be subjected accidentalloads, loadsnamely during collision its operation. aim ofwith this paper is toShip investigate damageofextent the target differenttoaccidental and The grounding Abstract paper is to investigate of the target ship under accidental namely collision and grounding with considerations to failuredamage processextent and deformation contours. Thisdifferent work is divided intoloads, two parts which in the Part I, ship collision considerations to the failure deformation This work is sea divided intointwo parts which in the I, ship collision is discussed, and Partprocess II dealsand with interactioncontours. of ship structure with bottom grounding. In Part II -Part Grounding impact, their aircraft engineofis components subjected to increasingly demanding conditions, is During discussed, andoperation, the Part IImodern deals interaction ship structure with sea bottom in grounding. In Part II -operating Grounding impact, evaluating tearing damage on the with bottom structure essential inare estimating environmental casualties caused by oil leakage. A especially the is high pressure (HPT) blades. Such conditions cause these parts to undergo types time-dependent evaluating tearing damage on thethe bottom structure is essential in estimating environmental caused byofoil leakage. A chemical tanker modelled to turbine be target ship in a series of grounding scenarios. Condition ofcasualties the different structural damage and tendency one of which creep. A model the finite element methodPrediction (FEM) was developed, in order to be abletendency toof predict chemical tankerenergy, is modelled toisbe the target shipusing in aacceleration series of grounding scenarios. Condition of the structural damage and ofdegradation, the internal crushing force and structural are observed. of the tearing opening and location the the creep of HPTforce blades. data records (FDR) for a specific aircraft, by a commercial of the internal energy, and Flight structural acceleration observed. Prediction of theprovided tearing opening andnonlinear location aviation of the initial failurebehaviour in furthercrushing grounding process are also presented inare this paper. Virtual experiment is conducted by finite company, were thermal and data different flight cycles. order location to create model initial failure in further grounding process are mechanical also presented infor thisthree paper. Virtual experiment isInconducted by nonlinear finite element method inused orderto toobtain calculate the defined grounding scenarios which are built based on the target onthe the3D bottom neededmethod for thein analysis, a HPT blade scrap scanned, and its are chemical composition and material properties were element order to calculate the defined grounding scenarios which built based on target location the bottom structure. Based onFEM calculation results, condition of thewas double-hull structure after grounding is the found to be highly on influenced by obtained.Based The data that was gathered waswhich fed into thedouble-hull FEM model and simulations were firsthighly with a simplified structure. on longitudinal calculation results, condition of evidenced the grounding foundrun, to be influenced by3D arrangement of the members is by thestructure fact different thatafter these membersisprovide higher resistance than the rectangular block shape, in order better establish the model, with real 3D meshprovide obtained fromresistance the blade scrap. The arrangement of the longitudinal members which isposition evidenced byand thethen factresponses that the these higher than the transverse part. Finally, influence oftothe indenter’s on structural in members grounding is summarized. overall expected behaviour in terms ofindenter’s displacement was observed, in particular trailing edge of the blade. Therefore such a transverse part. Finally, influence of the position on structural responsesatinthe grounding is summarized. can Authors. be usefulPublished in the goalbyofElsevier predicting turbine blade life, given a set of FDR data. © model 2017 The B.V. © Published by Elsevier B.V. B.V. © 2017 2017The TheAuthors. Authors. Published by Elsevier Peer-review under responsibility of the Scientific Committee ICSI 2017. Peer-review under responsibility of theby Scientific Committee of ICSIof 2017 © 2016 The Authors. Published Elsevier B.V. Peer-review under responsibility of the Scientific Committee of ICSI 2017. Peer-review under responsibility of the Scientific Committee of PCF 2016. Keywords: Impact phenomenon; grounding impact; numerical simulation; structural damage; collision force Keywords: Impact phenomenon; grounding impact; numerical simulation; structural damage; collision force Keywords: High Pressure Turbine Blade; Creep; Finite Element Method; 3D Model; Simulation.
* Corresponding author. Tel.: +82(0)-51-629-6613; fax: +82(0)-51-629-6608. * E-mail Corresponding Tel.: +82(0)-51-629-6613; fax: +82(0)-51-629-6608. address:author. [email protected] E-mail address: [email protected] 2452-3216 © 2017 The Authors. Published by Elsevier B.V. 2452-3216 © 2017 Authors. Published Elsevier B.V. Peer-review underThe responsibility of theby Scientific Committee of ICSI 2017. Peer-review underauthor. responsibility the Scientific Committee of ICSI 2017. * Corresponding Tel.: +351of 218419991. E-mail address: [email protected] 2452-3216 © 2016 The Authors. Published by Elsevier B.V.
Peer-review under responsibility of the Scientific Committee of PCF 2016. 2452-3216 2017 The Authors. Published by Elsevier B.V. Peer-review under responsibility of the Scientific Committee of ICSI 2017 10.1016/j.prostr.2017.07.129
Jung Min Sohn et al. / Procedia Structural Integrity 5 (2017) 943–950 Aditya Rio Prabowo et al. / Structural Integrity Procedia 00 (2017) 000–000
944 2
Nomenclature Ėb Ėc Ėf Ėm Ėp FH FP Fvm Nαβ Mαβ p S V Vrel ε̇ αβ κ̇ αβ μ σ0 σxx σxy σyy σzz
the rate of bending energy dissipation the rate of dissipated energy in the crack tip zone the rate of dissipated energy by frictional forces on the surface of the structure the rate of membrane energy dissipation the rate of dissipated plastic energy the resisting force of the structure in the direction of V. This direction is assumed to be horizontal the so-called plastic resistance which here includes both plasticity and fracture the von Mises’ plane stress the membrane force tensor the bending moment tensor the normal pressure on the rock from the plate element dS the contact area between rock and plate the relative velocity between ship and rock the relative velocity between rock and plate element, dS the corresponding generalised strain rate in the deformed configuration the corresponding generalised curvature rate in the deformed configuration the Coulomb coefficient of friction the uniaxial yield stress – average flow stress the direct stress in x-direction the shear stress in xy-plane the direct stress in y-direction the direct stress in z-direction
1. Introduction Ship is the main transportation for export-import activity. It has various capacities and reasonable delivery time, which makes this transportation mode flexible to be used depending on situation (cargo type and size) and condition (sailing route) that are demanded by client. In this case, safety is the top priority to ensure cargo, crew and ship can arrive to a destination in good condition. There is a challenge to obtain the satisfaction in delivery time considering accidental loads that may be experienced by the ship. Statistical data of the International Oil Pollution Funds (IOPCF, 2005) showed that from ten forms of accident on the sea, approximately 23% of oil spill occurred after grounding impact. Moreover, a famous catastrophe of the Exxon Valdez in Alaska and ship a grounding case of the MV Drake in Australia indicate that serious attention should be given to ship grounding cases. Tanker is an important subject in grounding since the oil (tanker’s cargo) can be spilled after impact and can massively influence or even destroy ecosystems surrounding the grounding location. In case of the Exxon Valdez, extinctions of animals and vegetation were unavoidable and its effect to Alaska’s water territory existed for decades. As its nature as an accidental phenomenon, ship grounding is observed by wide range of researchers as its occurrence and scenario may be different to each other. Results of these studies are always needed due to structural development and safety demand. In this study, a series of ship grounding models are determined. Impact location is focused to observe detail behavior of structural component on the target ship including its failure process. Structural damage in process of impact between ship structure and seabed is presented and correlations of the damage with other structural responses are summarized. 2. Review on impact phenomena Ship grounding needs to be carefully estimated so that the casualties after this event takes place can be controlled and anticipated as soon as possible. Relation of grounding and other accidental impact is close especially with ship collision and ice-structure interaction. In this section, a brief review to observe pioneer works of impact phenomena and development and a fundamental theory to assess ship grounding are presented.
Jung Min Sohn et al. / Procedia Structural Integrity 5 (2017) 943–950 Aditya Rio Prabowo et al. / Structural Integrity Procedia 00 (2017) 000–000
945 3
2.1. Observation of impact load on ships Ship grounding is observed using various methods to estimate its effect to the target ship. These methods develop as rapid growth of technology. In late of 1990’s, a mechanic model of ship grounding was introduced by Simonsen (1997a-b). Global deformation kinematics and extent of deformation were presented in analytical expressions. An attempt to observe impact mechanism was conducted by Alsos and Amdahl (2009) using an experimental study. The stiffened plates were subjected to penetration of indenter similarly to collision and grounding cases. Advance development of computational instrument has introduced numerical simulation to conduct almost all phenomena in branches of science and engineering. Grounding models were proposed by Nguyen et al. (2011) who described shipgrounding events and AbuBakar and Dow (2013) who performed finite element analysis. Ship grounding is a complex process which involves large contact forces and crushing hull structure. The consequences are severe either locally or globally that can be influenced by interaction with seabed. A survey of actual seabed topologies is carried in water territories which grounding most likely takes place. HARDER project was launched in 2000 and finished by May 2003. Probabilistic damage stability of ship was the main objective of this project (Alsos and Amdahl, 2007). The damage data is presented by Lützen and Simonsen (2003) a trend being found that if the deformation occurs deeply into the hull, the structural damage is likely local. In other case, if large part of ship breadth is damaged, the penetration may be small. Interaction of ship and seabed in ship grounding is concluded similar in term of fundamental basis of interaction between two entities with other phenomena, e.g. ship collision. In ship collision, interaction of two solids is expected. The condition in contact may be different depends on definition of scenario. It can be advance penetration (Prabowo et al., 2016a-b; Prabowo et al., 2017a-d and Bae et al., 2016a) or even present a rebounding behavior (Prabowo et al., 2017e). Interaction of a ship structure with ice in polar region (Bae et al., 2016b and Zhou et al., 2016) is also similar, but with difference on the indenter’s property and penetration direction during impact. 2.2. Theoretical reference for ship grounding There are several methods to predict structural response in impact as presented in previous sub-section. In previous work in ship grounding by Simonsen (1997c) the balance of power method is introduced to define internal mechanics model. If a rigid-plastic structure is assumed and no elastic energy is stored, the power of external loads equals with the rate of dissipated energy by plastic deformation, fracture and frictional effects. This relation is presented in Eq. 1. With rigid-plastic material according to von Mises’ yield criterion, the plane stress yield condition is defined in Eq. 2. For a deforming plate, the rate of internal energy can be expressed in Eq. 3. It is assumed that the deformation zone (see Simonsen, 1997c, pp. 81) consists of a series of discrete lines and deformed plate components. FH . V = Ėp + Ėc + Ėf = Fp . V + ∫s p μ Vrel dS
(1)
Fvm = σxx2 + σxx σyy + σyy2 + 3σxy2 – σ02 = 0
(2)
Ėp = Ėm + Ėb = ∫s Nαβ ε̇ αβ dS + ∫s Mαβ κ̇ αβ dS
(3)
3. Preparation and methodology
Grounding analyses are performed using numerical simulation with the explicit FE code ANSYS LS-DYNA (ANSYS, 2013) which is deployed in this study to calculate damage estimation for various penetrations. Descriptions of the ship geometry and seabed topology are presented with the steel and rock properties for the ship and seabed. 3.1. Engineering model In grounding model, a chemical tanker is used with dimensions 144 m in length, 22.6 m for breadth and 12.5 for overall height. The bottom structure is modelled (Fig. 1) using the fully integrated version of Belytschko-Tsay shell
946 4
Jung Min Sohn et al. / Procedia Structural Integrity 5 (2017) 943–950 Aditya Rio Prabowo et al. / Structural Integrity Procedia 00 (2017) 000–000
element to avoid shear locking and hourglass phenomena that influence the accuracy of calculation result. Inner structure component of the bottom structure consists of several main parts, namely longitudinal stiffener, bottom plate, inner bottom plate, girder and bilge plate. A deformable model and the plastic-kinematic materials are augmented on the bottom. The applied material considers the applied steel of Prabowo et al. (2016b) which has yield strength σY = 440 MPa, Poisson’s ratio vsteel = 0.3, density ρsteel = 7,850 kg/m3 and Young’s modulus Ex = 210,000 MPa. The failure criterion is applied to define structural failure during crushing process of the bottom structure by the seabed. The proposed expression of a European classification society, Germanischer Lloyd (2003) is applied in this work. A topology of seabed takes a conical obstacle as the indenter in grounding. Illustration of this indenter is presented in Fig. 2. The seabed is assumed to be a hard rock which is modelled by rigid properties. The material of this seabed itself is taken from a mineral material that can be found in seabed, namely pyroxene. This entity has several main properties, including Poisson’s ratio vrock = 0.281 and density ρrock = 4,002 kg/m3.
Fig. 1. Inner ship structure of the bottom structure. Deformable structure is applied
Fig. 2. The conical indenter for grounding analysis.
3.2. Grounding configuration Grounding is assumed as a contact between the bottom structure and a conical indenter. Initial distance of two entities is determined to be 0.1 m in longitudinal direction (x-axis). Position of the indenter is varied in vertical direction (z-axis) which a gap 0.25 m in height and fully parallel on the lower part of the bottom structure and indenter. Both positions are denoted as Position 1 and Position 2 consecutively and set on the grounding scenarios. The conical indenter is given a velocity 10 m/s to move to three target components, namely center girder, side girder and inner shell. In the end of model, the shell is restrained and bottom structure is set to be fix in the centerline during grounding. 4. Results and discussion This section presents simulation results of several scenarios calculated by the finite element method. Discussions are addressed into two subjects regarding the sequence of structural failure and responses of the bottom structure during penetration of the indenter during grounding. 4.1. Structural failure during grounding In grounding, the indenter was set to three different targets on the bottom structure. An evaluation to each target strength is performed which indicates that the center girder produced the highest energy. The internal energy (Fig. 3) was taken as consideration to represent energy which was used to crush the target component and surrounding in impact. Similar trend was shared for three targets approximately until 0.05 s. After passing through this time, the center girder produced higher energy than side girder and inner shell which continued until the end of simulation time. Considering impact time, longer similarity was shown by the side girder and inner shell until 0.125 s. These components had similar thickness, but geometry near each component was quite distinct. Surrounding the side girder was strengthened by the longitudinal stiffener on the bottom plate which was similar with the center girder. In other hand, the inner shell connected to the transverse frame which connected the outer and inner shells. In the end of penetration, the results can be concluded that the inner shell has better capability to resist the indenter.
Jung Min Sohn et /al. / Procedia Structural Integrity 5 (2017) 943–950 Aditya Rio Prabowo et al. Structural Integrity Procedia 00 (2017) 000–000
9475
Fig. 3. Magnitude of the internal energy during penetration of the indenter. Solid black line highlights crushing progress on the bottom structure.
Structural failure progress is presented in Fig. 3 which indicates penetration of the conical indenter taking place until space between the second and third transverse floors in impact time 0.5 s. Approximation of the damage length reaches 5 m in longitudinal direction. Damage extent and stress contour on the bottom structure are presented in next discussion. Confirmation of the failure sequence in the internal energy is successfully verified with the damage extent in Fig. 4. In the end of grounding impact, the conical indenter almost reached the third floors with a gap between them of 0.6 – 0.7 m. Stress contours were observed similar for each target with the highest stress occurred on the bottom part. However, in the center girder grounding, the highest stress magnitude was also experienced by the longitudinal stiffener. Further penetration will make the initial structural failure occurring in these components. 0
(a) (b) (c) Fig. 4. Damage extent and von Mises’ stress contours on the penetrated zone for each target: (a) center girder, (b) side girder and (c) inner shell.
Attention should be given after grounding to the center and side girders of the bottom structure. Tearing opening on these precise locations will present a possibility for lubrication oil or waste of two tanks (left and right sides of the side girder) to come out and contaminate water territory. Mitigation process of the grounded ship is also influenced volume of a spilled oil or waste. Larger volume of a spilled cargo (in this case is oil) from side girder case than a direct contact to space between two girders possibly occurs as content of two tanks can come out during the girder is crushed.
948 6
Jung Min Sohn et al. / Procedia Structural Integrity 5 (2017) 943–950 Aditya Rio Prabowo et al. / Structural Integrity Procedia 00 (2017) 000–000
4.2. Force and acceleration responses of the bottom structure An observation of structural crashworthiness is also conducted to other structural responses, namely force and acceleration of the target structure. Two defined positions of the indenter in grounding simulation are concluded to provide different tendency of the responses. In terms of resultant force, the Position 1 which is lower than the Position 2 produced later penetration on the bottom structure. Topology of the indenter was directly influencing the force that conical indenter becomes smaller to the top part of its body. In the Position 1, the indenter was set to be lower than the bottom structure which the top part (has smaller section) impacted the structure. Range of this part was short so that the initial contact with structure of the Position 1 was later than the other one.
Fig. 5. Structural response in grounding with two different positions of the indenter: resultant force.
Fig. 6. The resultant acceleration of the bottom structure. Sequences of the crushing process throughout impact time are denoted by the dotted lines.
Jung Min Sohn et al. / Procedia Structural Integrity 5 (2017) 943–950 Aditya Rio Prabowo et al. / Structural Integrity Procedia 00 (2017) 000–000
949 7
Similar tendency is found on the acceleration of the bottom structure during penetration of the conical indenter. For time range between 0 – 0.4 s, the magnitude of the acceleration was found significantly higher for the Position 2 than the Position 1. Based on these structural responses, besides impact target, position of the indenter during grounding can deliver significantly differences. In terms of Position 2 resultant force, the initial contact between indenter and structure was found remarkable with three peak points being produced in time range 0 – 0.1 s. Distinction was spotted in penetration of the Position 1 that peak point of the force magnitude continued to decrease. Nevertheless, similarity was observed for both Positions 1 and 2 that in the moment of crushing process was begun on the Tintersection and X-interaction (intersection of center girder and transverse floor), the bottom structure experienced significant increment of the force than penetration in other locations which without intersection. 5. Conclusions This study presented a material preparation and analysis simulation for an impact phenomenon, namely ship grounding. The study was successfully conducted by numerical method and results were discussed. The internal energy was presented to estimate energy magnitude in crushing of the involved components of the bottom structure in grounding. Tendency of this response provided good correlation with damage extent after indenter’s penetration. The force and acceleration were discussed to measure influence of the indenter range to the occurred magnitude tendency, which was varied based its relative position to the target. Grounding process during the indenter was completely parallel with the target (Position 2) produced earlier contact and larger magnitude (resultant force) in the initial contact. The acceleration during the indenter was set lower than the bottom structure in the Position 1 being overwhelmed by response of other position. The structure in this grounding model experienced lower fluctuation than grounding with the indenter in parallel position to the target. Acknowledgements This work was successfully published with the grant from BK21 plus MADEC Human Research Development Group, South Korea. References AbuBakar, A., Dow, R.S., 2013. Simulation of Ship Grounding Damage using the Finite Element Method. International Journal of Solids and Structures 50, 623-636. Alsos, H.S., Amdahl, J., 2007. On the Resistance of Tanker Bottom Structures during Stranding. Marine Structures 20, 218-237. Alsos, H.S., Amdahl, J., 2009. On the resistance to penetration of stiffened plates, Part I - Experiments. International Journal of Impact Engineering 36, 799-807. ANSYS, 2013. ANSYS LS-DYNA User’s Guide. Ansys, Inc., Pennsylvania. Bae, D.M., Prabowo, A.R., Cao, B., Zakki, A.F., Haryadi, G.D., 2016a. Study on Collision Between Two Ships Using Selected Parameters in Collision Simulation. Journal of Marine Science and Application 15, 63-72. Bae, D.M., Prabowo, A.R., Cao, B., Sohn, J.M., Zakki, A.F., Wang, Q., 2016b. Numerical Simulation for the Collision Between Side Structure and Level Ice in Event of Side Impact Scenario. Latin American Journal of Solids and Structures 13, 2991-3004. Germanischer Lloyd, 2003. Development of Explanatory Notes for Harmonized SOLAS Chapter II-1. International Maritime Organization (IMO). IOPCF, 2005. Annual Report 2005. International Oil Pollution Compensation Funds, London. Lützen, M., Simonsen, B.C., 2003. Grounding Damage to Conventional Vessels. World Maritime Technology Conference, San Francisco. Nguyen, T.H., Amdahl, J., Leira, B.J., Garrѐ, L., 2011. Understanding Ship - Grounding Events. Marine Structures 24, 551-569. Prabowo, A.R., Bae, D.M., Sohn, J.M., Zakki, A.F., 2016a. Evaluating the Parameter Influence in the Event of a Ship Collision based on the Finite Element Method Approach. International Journal of Technology 4, 592-602. Prabowo, A.R., Bae, D.M., Sohn, J.M., Cao, B., 2016b. Energy Behavior on Side Structure in Event of Ship Collision subjected to External Parameters. Heliyon 2, e00192. Prabowo, A.R., Bae, D.M., Sohn, J.M., 2017a. Behavior Prediction of Ship Structure due to Side Impact Scenario by Dynamic-Nonlinear Finite Element Analysis. Applied Mechanics and Materials 862, 253-258. Prabowo, A.R., Bae, D.M., Sohn, J.M., Zakki, A.F., Cao, B., 2017b. Development in Calculation and Analysis of Collision and Grounding on Marine Structures and Ocean Engineering. Journal of Aquaculture and Marine Biology 5, 00116. Prabowo, A.R., Bae, D.M., Sohn, J.M., Zakki, A.F., Cao, B., Wang, Q., 2017c. Analysis of Structural Behavior during collision Event accounting for Bow and Side Structure Interaction. Theoretical and Applied Mechanics Letters 7, 6-12.
950 8
Jung Min Sohn et al. / Procedia Structural Integrity 5 (2017) 943–950 Aditya Rio Prabowo et al. / Structural Integrity Procedia 00 (2017) 000–000
Prabowo, A.R., Bae, D.M., Sohn, J.M., Zakki, A.F., Cao, B., 2017d. Rapid Prediction of Damage on a Struck Ship accounting for Side Impact Scenario Models. Open Engineering 7, 91-99. Prabowo, A.R., Bae, D.M., Sohn, J.M., Zakki, A.F., Cao, B., Cho, J.H., 2017e. Effects of the Rebounding of a Striking Ship on Structural Crashworthiness during Ship-Ship Collision. Thin-Walled Structures 115, 225-239. Simonsen, B.C., 1997a. Ship Grounding on Rock – I. Theory. Marine Structures 10, 519-562. Simonsen, B.C., 1997b. Ship Grounding on Rock – II. Validation and Application. Marine Structures 10, 563-584. Simonsen, B.C., 1997c. Mechanics of Ship Grounding. Ph.D. Thesis. Technical University of Denmark, Lyngby. Zhou, Q., Peng, H., Qiu, W., 2016. Numerical Investigations of Ship-Ice Interaction and Maneuvering Performance in Level Ice. Cold Regions Science and Technology 122, 36-49.
ScienceDirect ScienceDirect
Structural Integrity Procedia 00 (2017) 000–000 Available online www.sciencedirect.com Available online at at www.sciencedirect.com Structural Integrity Procedia 00 (2017) 000–000
ScienceDirect ScienceDirect Procedia Structural (2017) 943–950 Structural IntegrityIntegrity Procedia500 (2016) 000–000
www.elsevier.com/locate/procedia www.elsevier.com/locate/procedia
www.elsevier.com/locate/procedia
2nd International Conference on Structural Integrity, ICSI 2017, 4-7 September 2017, Funchal, 2nd International Conference on Structural Integrity, ICSI 2017, 4-7 September 2017, Funchal, Madeira, Portugal Madeira, Portugal
Investigation on the Structural Damage of a Double-Hull Ship, Part II – Grounding Impact Part II – Grounding Impact Thermo-mechanical modeling of a high pressure turbine blade of an Aditya Rio Prabowoaa, Hyun Jin Chobb, Seung Geon Leebb, Dong Myung Baebb, Aditya Rio PrabowoJung , airplane Hyun Cho Geon Lee b, , Seung gas turbine engine MinJin Sohn *, Joung Hyung Cho,aaDong Myung Bae , b,
on the Structural Damage of a Double-Hull Ship,Portugal XVInvestigation Portuguese Conference on Fracture, PCF 2016, 10-12 February 2016, Paço de Arcos,
Jung Min Sohn *, Joung Hyung Cho P. Brandão , V. Infante , A.M. Deus *
Interdisciplinary Program of Marine Convergence Design, Nam-gu, Yongso-ro 45, Daeyeon-dong, Busan 48513, South Korea a b c b a Department of Naval Architecture and Marine Systems Engineering, Nam-gu, Yongso-ro 45, Daeyeon-dong, Busan 48513, Korea Interdisciplinary Program of Marine Convergence Design, Nam-gu, Yongso-ro 45, Daeyeon-dong, Busan 48513, SouthSouth Korea b Department of Naval Architecture and Marine Systems Engineering, Nam-gu, Yongso-ro 45, Daeyeon-dong, Busan 48513, South Korea a Department of Mechanical Engineering, Instituto Superior Técnico, Universidade de Lisboa, Av. Rovisco Pais, 1, 1049-001 Lisboa, Portugal b Abstract IDMEC, Department of Mechanical Engineering, Instituto Superior Técnico, Universidade de Lisboa, Av. Rovisco Pais, 1, 1049-001 Lisboa, Abstract Portugal c CeFEMA, of Mechanical Engineering,toInstituto Superior Técnico, Universidade de Lisboa, Av. Rovisco Pais, 1,up 1049-001 Possibility ofDepartment marine and offshore structures experience accidental loads has been seriously considered to thisLisboa, day. Possibility marine and offshore structures to experience accidental loads haswhich been in seriously considered up toonthis day. Remarkableofcasualties on related aspects are rising demand toPortugal ensure ship safety this subject is observed marine a
Remarkable casualties on related aspectsstructure are rising ensure ship safety which this subject is observed on marine structure. Ship is an example of marine thatdemand may betosubjected to accidental loadsinduring its operation. The aim of this structure. is an example marineofstructure thatship mayunder be subjected accidentalloads, loadsnamely during collision its operation. aim ofwith this paper is toShip investigate damageofextent the target differenttoaccidental and The grounding Abstract paper is to investigate of the target ship under accidental namely collision and grounding with considerations to failuredamage processextent and deformation contours. Thisdifferent work is divided intoloads, two parts which in the Part I, ship collision considerations to the failure deformation This work is sea divided intointwo parts which in the I, ship collision is discussed, and Partprocess II dealsand with interactioncontours. of ship structure with bottom grounding. In Part II -Part Grounding impact, their aircraft engineofis components subjected to increasingly demanding conditions, is During discussed, andoperation, the Part IImodern deals interaction ship structure with sea bottom in grounding. In Part II -operating Grounding impact, evaluating tearing damage on the with bottom structure essential inare estimating environmental casualties caused by oil leakage. A especially the is high pressure (HPT) blades. Such conditions cause these parts to undergo types time-dependent evaluating tearing damage on thethe bottom structure is essential in estimating environmental caused byofoil leakage. A chemical tanker modelled to turbine be target ship in a series of grounding scenarios. Condition ofcasualties the different structural damage and tendency one of which creep. A model the finite element methodPrediction (FEM) was developed, in order to be abletendency toof predict chemical tankerenergy, is modelled toisbe the target shipusing in aacceleration series of grounding scenarios. Condition of the structural damage and ofdegradation, the internal crushing force and structural are observed. of the tearing opening and location the the creep of HPTforce blades. data records (FDR) for a specific aircraft, by a commercial of the internal energy, and Flight structural acceleration observed. Prediction of theprovided tearing opening andnonlinear location aviation of the initial failurebehaviour in furthercrushing grounding process are also presented inare this paper. Virtual experiment is conducted by finite company, were thermal and data different flight cycles. order location to create model initial failure in further grounding process are mechanical also presented infor thisthree paper. Virtual experiment isInconducted by nonlinear finite element method inused orderto toobtain calculate the defined grounding scenarios which are built based on the target onthe the3D bottom neededmethod for thein analysis, a HPT blade scrap scanned, and its are chemical composition and material properties were element order to calculate the defined grounding scenarios which built based on target location the bottom structure. Based onFEM calculation results, condition of thewas double-hull structure after grounding is the found to be highly on influenced by obtained.Based The data that was gathered waswhich fed into thedouble-hull FEM model and simulations were firsthighly with a simplified structure. on longitudinal calculation results, condition of evidenced the grounding foundrun, to be influenced by3D arrangement of the members is by thestructure fact different thatafter these membersisprovide higher resistance than the rectangular block shape, in order better establish the model, with real 3D meshprovide obtained fromresistance the blade scrap. The arrangement of the longitudinal members which isposition evidenced byand thethen factresponses that the these higher than the transverse part. Finally, influence oftothe indenter’s on structural in members grounding is summarized. overall expected behaviour in terms ofindenter’s displacement was observed, in particular trailing edge of the blade. Therefore such a transverse part. Finally, influence of the position on structural responsesatinthe grounding is summarized. can Authors. be usefulPublished in the goalbyofElsevier predicting turbine blade life, given a set of FDR data. © model 2017 The B.V. © Published by Elsevier B.V. B.V. © 2017 2017The TheAuthors. Authors. Published by Elsevier Peer-review under responsibility of the Scientific Committee ICSI 2017. Peer-review under responsibility of theby Scientific Committee of ICSIof 2017 © 2016 The Authors. Published Elsevier B.V. Peer-review under responsibility of the Scientific Committee of ICSI 2017. Peer-review under responsibility of the Scientific Committee of PCF 2016. Keywords: Impact phenomenon; grounding impact; numerical simulation; structural damage; collision force Keywords: Impact phenomenon; grounding impact; numerical simulation; structural damage; collision force Keywords: High Pressure Turbine Blade; Creep; Finite Element Method; 3D Model; Simulation.
* Corresponding author. Tel.: +82(0)-51-629-6613; fax: +82(0)-51-629-6608. * E-mail Corresponding Tel.: +82(0)-51-629-6613; fax: +82(0)-51-629-6608. address:author. [email protected] E-mail address: [email protected] 2452-3216 © 2017 The Authors. Published by Elsevier B.V. 2452-3216 © 2017 Authors. Published Elsevier B.V. Peer-review underThe responsibility of theby Scientific Committee of ICSI 2017. Peer-review underauthor. responsibility the Scientific Committee of ICSI 2017. * Corresponding Tel.: +351of 218419991. E-mail address: [email protected] 2452-3216 © 2016 The Authors. Published by Elsevier B.V.
Peer-review under responsibility of the Scientific Committee of PCF 2016. 2452-3216 2017 The Authors. Published by Elsevier B.V. Peer-review under responsibility of the Scientific Committee of ICSI 2017 10.1016/j.prostr.2017.07.129
Jung Min Sohn et al. / Procedia Structural Integrity 5 (2017) 943–950 Aditya Rio Prabowo et al. / Structural Integrity Procedia 00 (2017) 000–000
944 2
Nomenclature Ėb Ėc Ėf Ėm Ėp FH FP Fvm Nαβ Mαβ p S V Vrel ε̇ αβ κ̇ αβ μ σ0 σxx σxy σyy σzz
the rate of bending energy dissipation the rate of dissipated energy in the crack tip zone the rate of dissipated energy by frictional forces on the surface of the structure the rate of membrane energy dissipation the rate of dissipated plastic energy the resisting force of the structure in the direction of V. This direction is assumed to be horizontal the so-called plastic resistance which here includes both plasticity and fracture the von Mises’ plane stress the membrane force tensor the bending moment tensor the normal pressure on the rock from the plate element dS the contact area between rock and plate the relative velocity between ship and rock the relative velocity between rock and plate element, dS the corresponding generalised strain rate in the deformed configuration the corresponding generalised curvature rate in the deformed configuration the Coulomb coefficient of friction the uniaxial yield stress – average flow stress the direct stress in x-direction the shear stress in xy-plane the direct stress in y-direction the direct stress in z-direction
1. Introduction Ship is the main transportation for export-import activity. It has various capacities and reasonable delivery time, which makes this transportation mode flexible to be used depending on situation (cargo type and size) and condition (sailing route) that are demanded by client. In this case, safety is the top priority to ensure cargo, crew and ship can arrive to a destination in good condition. There is a challenge to obtain the satisfaction in delivery time considering accidental loads that may be experienced by the ship. Statistical data of the International Oil Pollution Funds (IOPCF, 2005) showed that from ten forms of accident on the sea, approximately 23% of oil spill occurred after grounding impact. Moreover, a famous catastrophe of the Exxon Valdez in Alaska and ship a grounding case of the MV Drake in Australia indicate that serious attention should be given to ship grounding cases. Tanker is an important subject in grounding since the oil (tanker’s cargo) can be spilled after impact and can massively influence or even destroy ecosystems surrounding the grounding location. In case of the Exxon Valdez, extinctions of animals and vegetation were unavoidable and its effect to Alaska’s water territory existed for decades. As its nature as an accidental phenomenon, ship grounding is observed by wide range of researchers as its occurrence and scenario may be different to each other. Results of these studies are always needed due to structural development and safety demand. In this study, a series of ship grounding models are determined. Impact location is focused to observe detail behavior of structural component on the target ship including its failure process. Structural damage in process of impact between ship structure and seabed is presented and correlations of the damage with other structural responses are summarized. 2. Review on impact phenomena Ship grounding needs to be carefully estimated so that the casualties after this event takes place can be controlled and anticipated as soon as possible. Relation of grounding and other accidental impact is close especially with ship collision and ice-structure interaction. In this section, a brief review to observe pioneer works of impact phenomena and development and a fundamental theory to assess ship grounding are presented.
Jung Min Sohn et al. / Procedia Structural Integrity 5 (2017) 943–950 Aditya Rio Prabowo et al. / Structural Integrity Procedia 00 (2017) 000–000
945 3
2.1. Observation of impact load on ships Ship grounding is observed using various methods to estimate its effect to the target ship. These methods develop as rapid growth of technology. In late of 1990’s, a mechanic model of ship grounding was introduced by Simonsen (1997a-b). Global deformation kinematics and extent of deformation were presented in analytical expressions. An attempt to observe impact mechanism was conducted by Alsos and Amdahl (2009) using an experimental study. The stiffened plates were subjected to penetration of indenter similarly to collision and grounding cases. Advance development of computational instrument has introduced numerical simulation to conduct almost all phenomena in branches of science and engineering. Grounding models were proposed by Nguyen et al. (2011) who described shipgrounding events and AbuBakar and Dow (2013) who performed finite element analysis. Ship grounding is a complex process which involves large contact forces and crushing hull structure. The consequences are severe either locally or globally that can be influenced by interaction with seabed. A survey of actual seabed topologies is carried in water territories which grounding most likely takes place. HARDER project was launched in 2000 and finished by May 2003. Probabilistic damage stability of ship was the main objective of this project (Alsos and Amdahl, 2007). The damage data is presented by Lützen and Simonsen (2003) a trend being found that if the deformation occurs deeply into the hull, the structural damage is likely local. In other case, if large part of ship breadth is damaged, the penetration may be small. Interaction of ship and seabed in ship grounding is concluded similar in term of fundamental basis of interaction between two entities with other phenomena, e.g. ship collision. In ship collision, interaction of two solids is expected. The condition in contact may be different depends on definition of scenario. It can be advance penetration (Prabowo et al., 2016a-b; Prabowo et al., 2017a-d and Bae et al., 2016a) or even present a rebounding behavior (Prabowo et al., 2017e). Interaction of a ship structure with ice in polar region (Bae et al., 2016b and Zhou et al., 2016) is also similar, but with difference on the indenter’s property and penetration direction during impact. 2.2. Theoretical reference for ship grounding There are several methods to predict structural response in impact as presented in previous sub-section. In previous work in ship grounding by Simonsen (1997c) the balance of power method is introduced to define internal mechanics model. If a rigid-plastic structure is assumed and no elastic energy is stored, the power of external loads equals with the rate of dissipated energy by plastic deformation, fracture and frictional effects. This relation is presented in Eq. 1. With rigid-plastic material according to von Mises’ yield criterion, the plane stress yield condition is defined in Eq. 2. For a deforming plate, the rate of internal energy can be expressed in Eq. 3. It is assumed that the deformation zone (see Simonsen, 1997c, pp. 81) consists of a series of discrete lines and deformed plate components. FH . V = Ėp + Ėc + Ėf = Fp . V + ∫s p μ Vrel dS
(1)
Fvm = σxx2 + σxx σyy + σyy2 + 3σxy2 – σ02 = 0
(2)
Ėp = Ėm + Ėb = ∫s Nαβ ε̇ αβ dS + ∫s Mαβ κ̇ αβ dS
(3)
3. Preparation and methodology
Grounding analyses are performed using numerical simulation with the explicit FE code ANSYS LS-DYNA (ANSYS, 2013) which is deployed in this study to calculate damage estimation for various penetrations. Descriptions of the ship geometry and seabed topology are presented with the steel and rock properties for the ship and seabed. 3.1. Engineering model In grounding model, a chemical tanker is used with dimensions 144 m in length, 22.6 m for breadth and 12.5 for overall height. The bottom structure is modelled (Fig. 1) using the fully integrated version of Belytschko-Tsay shell
946 4
Jung Min Sohn et al. / Procedia Structural Integrity 5 (2017) 943–950 Aditya Rio Prabowo et al. / Structural Integrity Procedia 00 (2017) 000–000
element to avoid shear locking and hourglass phenomena that influence the accuracy of calculation result. Inner structure component of the bottom structure consists of several main parts, namely longitudinal stiffener, bottom plate, inner bottom plate, girder and bilge plate. A deformable model and the plastic-kinematic materials are augmented on the bottom. The applied material considers the applied steel of Prabowo et al. (2016b) which has yield strength σY = 440 MPa, Poisson’s ratio vsteel = 0.3, density ρsteel = 7,850 kg/m3 and Young’s modulus Ex = 210,000 MPa. The failure criterion is applied to define structural failure during crushing process of the bottom structure by the seabed. The proposed expression of a European classification society, Germanischer Lloyd (2003) is applied in this work. A topology of seabed takes a conical obstacle as the indenter in grounding. Illustration of this indenter is presented in Fig. 2. The seabed is assumed to be a hard rock which is modelled by rigid properties. The material of this seabed itself is taken from a mineral material that can be found in seabed, namely pyroxene. This entity has several main properties, including Poisson’s ratio vrock = 0.281 and density ρrock = 4,002 kg/m3.
Fig. 1. Inner ship structure of the bottom structure. Deformable structure is applied
Fig. 2. The conical indenter for grounding analysis.
3.2. Grounding configuration Grounding is assumed as a contact between the bottom structure and a conical indenter. Initial distance of two entities is determined to be 0.1 m in longitudinal direction (x-axis). Position of the indenter is varied in vertical direction (z-axis) which a gap 0.25 m in height and fully parallel on the lower part of the bottom structure and indenter. Both positions are denoted as Position 1 and Position 2 consecutively and set on the grounding scenarios. The conical indenter is given a velocity 10 m/s to move to three target components, namely center girder, side girder and inner shell. In the end of model, the shell is restrained and bottom structure is set to be fix in the centerline during grounding. 4. Results and discussion This section presents simulation results of several scenarios calculated by the finite element method. Discussions are addressed into two subjects regarding the sequence of structural failure and responses of the bottom structure during penetration of the indenter during grounding. 4.1. Structural failure during grounding In grounding, the indenter was set to three different targets on the bottom structure. An evaluation to each target strength is performed which indicates that the center girder produced the highest energy. The internal energy (Fig. 3) was taken as consideration to represent energy which was used to crush the target component and surrounding in impact. Similar trend was shared for three targets approximately until 0.05 s. After passing through this time, the center girder produced higher energy than side girder and inner shell which continued until the end of simulation time. Considering impact time, longer similarity was shown by the side girder and inner shell until 0.125 s. These components had similar thickness, but geometry near each component was quite distinct. Surrounding the side girder was strengthened by the longitudinal stiffener on the bottom plate which was similar with the center girder. In other hand, the inner shell connected to the transverse frame which connected the outer and inner shells. In the end of penetration, the results can be concluded that the inner shell has better capability to resist the indenter.
Jung Min Sohn et /al. / Procedia Structural Integrity 5 (2017) 943–950 Aditya Rio Prabowo et al. Structural Integrity Procedia 00 (2017) 000–000
9475
Fig. 3. Magnitude of the internal energy during penetration of the indenter. Solid black line highlights crushing progress on the bottom structure.
Structural failure progress is presented in Fig. 3 which indicates penetration of the conical indenter taking place until space between the second and third transverse floors in impact time 0.5 s. Approximation of the damage length reaches 5 m in longitudinal direction. Damage extent and stress contour on the bottom structure are presented in next discussion. Confirmation of the failure sequence in the internal energy is successfully verified with the damage extent in Fig. 4. In the end of grounding impact, the conical indenter almost reached the third floors with a gap between them of 0.6 – 0.7 m. Stress contours were observed similar for each target with the highest stress occurred on the bottom part. However, in the center girder grounding, the highest stress magnitude was also experienced by the longitudinal stiffener. Further penetration will make the initial structural failure occurring in these components. 0
(a) (b) (c) Fig. 4. Damage extent and von Mises’ stress contours on the penetrated zone for each target: (a) center girder, (b) side girder and (c) inner shell.
Attention should be given after grounding to the center and side girders of the bottom structure. Tearing opening on these precise locations will present a possibility for lubrication oil or waste of two tanks (left and right sides of the side girder) to come out and contaminate water territory. Mitigation process of the grounded ship is also influenced volume of a spilled oil or waste. Larger volume of a spilled cargo (in this case is oil) from side girder case than a direct contact to space between two girders possibly occurs as content of two tanks can come out during the girder is crushed.
948 6
Jung Min Sohn et al. / Procedia Structural Integrity 5 (2017) 943–950 Aditya Rio Prabowo et al. / Structural Integrity Procedia 00 (2017) 000–000
4.2. Force and acceleration responses of the bottom structure An observation of structural crashworthiness is also conducted to other structural responses, namely force and acceleration of the target structure. Two defined positions of the indenter in grounding simulation are concluded to provide different tendency of the responses. In terms of resultant force, the Position 1 which is lower than the Position 2 produced later penetration on the bottom structure. Topology of the indenter was directly influencing the force that conical indenter becomes smaller to the top part of its body. In the Position 1, the indenter was set to be lower than the bottom structure which the top part (has smaller section) impacted the structure. Range of this part was short so that the initial contact with structure of the Position 1 was later than the other one.
Fig. 5. Structural response in grounding with two different positions of the indenter: resultant force.
Fig. 6. The resultant acceleration of the bottom structure. Sequences of the crushing process throughout impact time are denoted by the dotted lines.
Jung Min Sohn et al. / Procedia Structural Integrity 5 (2017) 943–950 Aditya Rio Prabowo et al. / Structural Integrity Procedia 00 (2017) 000–000
949 7
Similar tendency is found on the acceleration of the bottom structure during penetration of the conical indenter. For time range between 0 – 0.4 s, the magnitude of the acceleration was found significantly higher for the Position 2 than the Position 1. Based on these structural responses, besides impact target, position of the indenter during grounding can deliver significantly differences. In terms of Position 2 resultant force, the initial contact between indenter and structure was found remarkable with three peak points being produced in time range 0 – 0.1 s. Distinction was spotted in penetration of the Position 1 that peak point of the force magnitude continued to decrease. Nevertheless, similarity was observed for both Positions 1 and 2 that in the moment of crushing process was begun on the Tintersection and X-interaction (intersection of center girder and transverse floor), the bottom structure experienced significant increment of the force than penetration in other locations which without intersection. 5. Conclusions This study presented a material preparation and analysis simulation for an impact phenomenon, namely ship grounding. The study was successfully conducted by numerical method and results were discussed. The internal energy was presented to estimate energy magnitude in crushing of the involved components of the bottom structure in grounding. Tendency of this response provided good correlation with damage extent after indenter’s penetration. The force and acceleration were discussed to measure influence of the indenter range to the occurred magnitude tendency, which was varied based its relative position to the target. Grounding process during the indenter was completely parallel with the target (Position 2) produced earlier contact and larger magnitude (resultant force) in the initial contact. The acceleration during the indenter was set lower than the bottom structure in the Position 1 being overwhelmed by response of other position. The structure in this grounding model experienced lower fluctuation than grounding with the indenter in parallel position to the target. Acknowledgements This work was successfully published with the grant from BK21 plus MADEC Human Research Development Group, South Korea. References AbuBakar, A., Dow, R.S., 2013. Simulation of Ship Grounding Damage using the Finite Element Method. International Journal of Solids and Structures 50, 623-636. Alsos, H.S., Amdahl, J., 2007. On the Resistance of Tanker Bottom Structures during Stranding. Marine Structures 20, 218-237. Alsos, H.S., Amdahl, J., 2009. On the resistance to penetration of stiffened plates, Part I - Experiments. International Journal of Impact Engineering 36, 799-807. ANSYS, 2013. ANSYS LS-DYNA User’s Guide. Ansys, Inc., Pennsylvania. Bae, D.M., Prabowo, A.R., Cao, B., Zakki, A.F., Haryadi, G.D., 2016a. Study on Collision Between Two Ships Using Selected Parameters in Collision Simulation. Journal of Marine Science and Application 15, 63-72. Bae, D.M., Prabowo, A.R., Cao, B., Sohn, J.M., Zakki, A.F., Wang, Q., 2016b. Numerical Simulation for the Collision Between Side Structure and Level Ice in Event of Side Impact Scenario. Latin American Journal of Solids and Structures 13, 2991-3004. Germanischer Lloyd, 2003. Development of Explanatory Notes for Harmonized SOLAS Chapter II-1. International Maritime Organization (IMO). IOPCF, 2005. Annual Report 2005. International Oil Pollution Compensation Funds, London. Lützen, M., Simonsen, B.C., 2003. Grounding Damage to Conventional Vessels. World Maritime Technology Conference, San Francisco. Nguyen, T.H., Amdahl, J., Leira, B.J., Garrѐ, L., 2011. Understanding Ship - Grounding Events. Marine Structures 24, 551-569. Prabowo, A.R., Bae, D.M., Sohn, J.M., Zakki, A.F., 2016a. Evaluating the Parameter Influence in the Event of a Ship Collision based on the Finite Element Method Approach. International Journal of Technology 4, 592-602. Prabowo, A.R., Bae, D.M., Sohn, J.M., Cao, B., 2016b. Energy Behavior on Side Structure in Event of Ship Collision subjected to External Parameters. Heliyon 2, e00192. Prabowo, A.R., Bae, D.M., Sohn, J.M., 2017a. Behavior Prediction of Ship Structure due to Side Impact Scenario by Dynamic-Nonlinear Finite Element Analysis. Applied Mechanics and Materials 862, 253-258. Prabowo, A.R., Bae, D.M., Sohn, J.M., Zakki, A.F., Cao, B., 2017b. Development in Calculation and Analysis of Collision and Grounding on Marine Structures and Ocean Engineering. Journal of Aquaculture and Marine Biology 5, 00116. Prabowo, A.R., Bae, D.M., Sohn, J.M., Zakki, A.F., Cao, B., Wang, Q., 2017c. Analysis of Structural Behavior during collision Event accounting for Bow and Side Structure Interaction. Theoretical and Applied Mechanics Letters 7, 6-12.
950 8
Jung Min Sohn et al. / Procedia Structural Integrity 5 (2017) 943–950 Aditya Rio Prabowo et al. / Structural Integrity Procedia 00 (2017) 000–000
Prabowo, A.R., Bae, D.M., Sohn, J.M., Zakki, A.F., Cao, B., 2017d. Rapid Prediction of Damage on a Struck Ship accounting for Side Impact Scenario Models. Open Engineering 7, 91-99. Prabowo, A.R., Bae, D.M., Sohn, J.M., Zakki, A.F., Cao, B., Cho, J.H., 2017e. Effects of the Rebounding of a Striking Ship on Structural Crashworthiness during Ship-Ship Collision. Thin-Walled Structures 115, 225-239. Simonsen, B.C., 1997a. Ship Grounding on Rock – I. Theory. Marine Structures 10, 519-562. Simonsen, B.C., 1997b. Ship Grounding on Rock – II. Validation and Application. Marine Structures 10, 563-584. Simonsen, B.C., 1997c. Mechanics of Ship Grounding. Ph.D. Thesis. Technical University of Denmark, Lyngby. Zhou, Q., Peng, H., Qiu, W., 2016. Numerical Investigations of Ship-Ice Interaction and Maneuvering Performance in Level Ice. Cold Regions Science and Technology 122, 36-49.