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Fatigue Analysis for Crude Oil Tankers under High Cyclic Wave Load

K.S. Hur, H.S. Kim, S.Y. Chung, T.M. Ha, B.S. Kang

Hull Basic Design Team, Samsung Heavy Industries Co., Ltd.

1. GENERAL

Fatigue analysis is required to verify the structural safety of vessels from the viewpoint of fatigue
strength during designing process. Fatigue analysis can be largely categorized as high cycle fatigue
analysis and low cycle fatigue analysis according to cyclic loads. High cycle analysis covers high
cyclic dynamic wave load, on the other hands low cycle analysis covers lowly repeated cyclic static
loads mainly due to cargo loading and unloading.

In this paper, high cycle fatigue analysis for our crude oil tankers has been presented and main topics
are high cyclic wave load based on North Atlantic wave data, screening method of fatigue check
locations, finite element modeling method with MSC/PATRAN, selection of S-N curves and method
of fatigue damage calculation. The fatigue calculations have been performed based on simplified
fatigue assessment approach [Ref. 1].

2. SIMPLIFIED FATIGUE ANALYSIS METHODOLOGY

The fatigue damage calculations are based on the S-N fatigue approach under the assumption of linear
cumulative damage (Palmgrens-Miner rule) as follows:

q m1 m1 S1 q m2
h
m 2 S1
h

D = 0 Td
1+ ; +
1+ ;
a1 h q a 2 h q

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where
Td = Design life of ship in seconds
h = Weibull shape parameter
q = Weibull scale parameter
0 = Average zero-crossing frequency
S1 = Stress range for which change of slope of S-N curve occur

a1 , m1 = S-N fatigue parameters for N < 107 cycles (air condition)

a2 , m2 = S-N fatigue parameters for N > 107 cycles (air condition)

(; ) = Incomplete Gamma function, to be found in standard tables

(; ) = Complementary Incomplete Gamma function, to be found in standard tables

The fatigue design is based on use of S-N curves, which are obtained from fatigue tests. The design S-
N curves which follow are based on the mean-minus-two-standard-deviation curves for relevant
experimental data thus associated with a 97.6% probability of survival.

The S-N curves given in Table 2.1 are developed for principal stresses acting normal to the weld and
should be used together with the maximum stress range within 45 of the normal to the weld. If the
governing stress direction is parallel with the weld direction, a stress reduction factor can be used on
the principal stress range before entering stress into the S-N curves for welded joint or base material.

The fatigue strength of welded joints is to some extent dependent on plate thickness and on the stress
gradient over the thickness. Thus for thickness larger than 25 mm, the S-N curve in air reads
m t
log N = log a log( ) m log
4 25
where t is thickness (mm) through which the potential fatigue crack will grow. This S-N curve in
general applies to all types of welds except butt-welds with the weld surface dressed flush and small
local bending stress across the plate thickness.

Since fatigue is a result of numerous cyclic loads, only the most frequent loading conditions are
normally included in the fatigue analysis. For this project, the full load and ballast loading condition
are considered as equal duration time except for harbor time (15%)

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3. FATIGUE ASSESSMENT

Finite element (FE) analysis is performed in order to calculate stress range as input values to the
fatigue calculations. Global stress components may be calculated based on gross scantlings. Local
stress components should be calculated based on reduced scantlings, i.e. gross scantlings minus
corrosion addition.

Two finite element (FE) models have been used for Midship area, based on gross scantlings and
reduced scantlings, respectively. The extent of FE models are to comprise two tank lengths. The model
contains both port and starboard sides with full depth. Plating is represented by 3- and 4-node shell
elements and stiffeners are represented by 2-node beam elements. In addition, the size of fine mesh
elements at fatigue check area is based on plate thickness.

Also, screening analysis is required to be carried out before main fatigue analysis according to the
following procedure: After calculating simple fatigue damage of target areas from coarse mesh FE
models which are kept almost same size of elements, one area where maximum fatigue damage occurs
will be adopted for fatigue assessment. When screen analysis is carried out, the same fatigue load
cases are applied, too.

Such wave load are basically categorized as full external dynamic pressure, full internal dynamic
pressure, ballast external dynamic pressure, ballast internal dynamic pressure, wave induced vertical
hull girder moment(sagging), wave induced vertical hull girder moment(hogging), full wave induced
horizontal hull girder moment, and ballast wave induced horizontal hull girder moment.

At cruciform hopper connections and stringer heels, one might derive an effective hot spot stress for
fatigue assessment based on the following equation:

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Fig. 3.1 Hot Spot Position on Cruciform Joint

Also, other hot spots located in way of the web are to be checked at the location of weld toe length
plus half web plate thickness.

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4. RESULT AND CONCLUSION

From the result of screening fatigue analysis, the below areas were selected for simplified fine mesh
fatigue assessment.

Fig. 4.1 Result of upper hopper knuckle

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Fig. 4.2 Result of center bracket toe connection to inner bottom

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The results of fatigue assessment are summarized as follows:

Table 4.1 Fatigue assessment

Location S-N curve Life(years)

Fig. 4.1 Upper hopper knuckle I > 30

Fig. 4.2 Center longitudinal bulkhead in front of bracket toe I > 30

The calculated fatigue lives satisfy design life based on North Atlantic wave data.
Hence, the considered areas for fatigue assessment have enough fatigue strength from the result of
fatigue analysis under high cyclic wave load.

REFERENCE

[1] DNV, October 2008, Classification Note No. 30.7 Fatigue Assessment of Ship Structures

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