Beruflich Dokumente
Kultur Dokumente
Woven roving are the most common fabrics Nguyen, 1992).Their use is limited because of
due to their low cost. They are available in a cost and also because they cannot bear much
variety of weights and weave patterns, but a load in compression.
800 g/m2 (24 oz/yd2) plain weave is probably
the most frequently used. In small boat con-
42.2.3 CORES
struction, the fabric is usually mat-backed, in
which a chopped strand mat has been stitched Linear PVC foam is used extensively in boat
or powder bound to one side of the fabric. hulls, at a density of 80 kg/m3 (5 lb/ft3). The
Woven yarn, also called textile fabric or resilience of the material allows hull deforma-
cloth, is more expensive and therefore used tion during impact with no skin/core
infrequently. These materials are finer in tex- debonding, skin damage or core shear failures.
ture than woven rovings and are used as Crosslinked PVC foam is used in decks, bulk-
surfacing plys, particularly in tooling. heads and cabins because it has better
Knitted glass fabrics are becoming more structural properties and will not creep at the
common. The rovings are stitched together, higher topside service temperatures. It is
which keeps the strands relatively parallel (no available in a wide range of densities, but is
crimp as in weaves) and stabilizes the fabric usually used at 80 and 100 kg/m3 (288 and
against distortion during handling. The orien- 3601b/yd3). Both types of PVC foam are
tations of the separate layers and the number closed cell, absorb very little water and are
of separate layers, which compose knitted fab- moderately priced.
rics can be varied, although a 2-ply 0/90 is End grain balsa, also widely used as the
most common. Knitted fabrics are currently core in boat sandwich structures, is inexpen-
available up to 2500 g/m2 (72 oz/yd2). sive and has excellent structural properties.
Chopped strand mat is most commonly Under some circumstances, however, balsa
used where a resin-rich layer is desired, such as can rot. If skin/core debonding occurs and
between the core and fabric in sandwich struc- water is allowed to penetrate this interface, the
tures. Usually the first ply next to the gel coat wood will eventually degrade. It has been
is a layer of mat, which reduces print-through shown, however, that balsa will provide a long
of the reinforcement as well as providing addi- marine service life with proper maintenance
tional protection from water permeation. (Baltek Corporation, 1986).
S-2 glass is about six times the cost of E- Composite core is also available. The mate-
glass, so it is rarely used in marine structural rial is made in two forms, either sinusoidal
applications. S-2 made in the G filament is nested-wave, or in a closed cell configuration
sized for epoxy and when made with the K where planar webs alternate with sinusoidal
filament is sized for polyesters and vinyl webs (Plunkett et aI., 1992).This type of core is
esters. essentially a collection of sine wave stiffeners
Carbon fiber is also rarely used because of fused to skins with a laminating resin. It
cost. America’s Cup racing sailboats use car- appears to have great potential for marine and
bon throughout the boat and some racing civil engineering structures and has in fact
powerboats use carbon as well. Carbon has an been used to make about 200 prototypes,
additional problem in that it can corrode met- including deckhouses, storage tanks, build-
als in contact with it in the presence of water ings and parabolic solar energy concentrators.
(Tucker, Brown and Russell, 1990; Aylor and
Murray, 1992). 42.2.4 SKIN/CORE BONDING
Polymeric fibers, namely Kevlar and
Spectra, are sometimes used in marine appli- A good bond between skin and core is critical
cations where weight is critical (Sloan and to the performance of sandwich structures. In
918 Marine applications
Autoclaves are rarely used in marine con- and can be used as a guide to the properties of
struction, mainly because the process is too typical marine laminates (made by hand lay-
expensive for marine structures. There are a up) with those attainable by alternative
few exceptions, however. Submarine sonar fabrication methods.
bow domes are autoclave cured, as are car- The properties of cored panels are becom-
bon/epoxy sailboat masts. ing increasingly important to the design of
marine structures, particularly boats. Recent
studies have indicated that cored panel prop-
42.4.5 FILAMENT WINDING
erties as determined with standard beam
Filament winding is very often used to make bending tests should be supplemented by
structures and machinery for marine applica- measuring the response of plate specimens
tions. It is inexpensive, largely automated and subjected to uniform pressure loading (Huss,
low resin contents are achieved. It is most 1990; Reichard, 1992; Gougeon and Bertelsen,
appropriate for parts with a circular cross sec- 1993).
tion, such as shafting, piping and pressure
bottles.
42.6 STRUCTURES
Delta Marine produces displacement, semi- typical of marine construction, however; since
displacement and planing hulls using a the designs minimize weight and maximize
variety of techniques. The displacement hulls stiffness of structural components, the yachts
are built using a stiffened single skin, where use aerospace materials. For example, the
the semi-displacementhulls in the larger sizes boats built for America3Foundation's success-
utilize a balsa cored sandwich construction in ful defense of the 1992 Americas Cup had
the sides and a stiffened skin bottom. The pri- carbon/epoxy tape in the hull (cored with
mary materials used are a mat backed knitted aluminum honeycomb), frames, keel, mast,
fabric (3205) and a combination of vinyl ester pole and boom, carbon winch drums and
and general purpose polyester laminating shafting and pultruded Kevlar standing rig-
resin. In addition to private motor yachts, ging (Kramers, 1993). The design philosophy
Delta builds commercial fishing vessels and was to keep the weight as low as the IACC
small charter boats. rules allowed, while maximizing stiffness and
being just strong enough to avoid failure. The
processing conditions for the hull are limited
42.6.4 AMERICA'S CUP RACING SAILBOATS
to 1atmosphere pressure (i.e. vacuum bag) at
The America's Cup class yachts use compos- 95°C (203°F))while those for the mast are 3 x
ites more extensively than any other marine lo5 N/m2 (3 atm) and 135°C (275°F).
structure. The materials in the boats are not
\RF BEACON
TITANIUM HEMISPHERE
RECOVERY
RETRACTABLE LIFTING
EMERGENCY
GRAPHITE COMPOSITE
PRESSUREHULL
\\
DESCE
E
!E
ZI:: /
FORWARD-
LOOKING
SONAR
OAS
CCD
CAMERA
\
FORWARD VERTICAL
THRUSTER
\
SIDE-LOOKING
SONAR
' I
DOPPLER
TRANSDUCERS
AFT VERTICAL
THRUSTER
NAVIGATION
TRANSPONDER
Fig. 42.2 Advanced Unmanned Search System. (Courtesy of Naval Command and Ocean Surveillance
Center, RDT & E Division.)
Structures 923
Fig. 42.4 Propulsion shaft fairwater. (Courtesy of B.F. Goodrich Aerospace, Engineered Polymer Products
Business Group, Jacksonville,FL.)
Machinery 925
42.6.11 DECKING
Aside from the application mentioned in the
section on oil platforms (Fig. 42.5), composite
decking is used where lightweight non-cor-
roding decking is needed. Examples are ship
superstructures, work platforms and catwalks.
42.6.12 SHIPBOARDARMOR
Composite deckhouse armor is used by the
Navy in the LHD class. LHD-1, the USS Wasp,
has panels composed of Kevlar reinforced
Fig. 42.5 Composite wellhead access platform. vinyl ester. For LHD-2, LHD-3 and LHD-4, the
(Courtesy of EXXON Production Research material was changed to S-2 fabric-reinforced
Company.) phenolic, each vessel of which carries
64 000 kg (140 000 lb) of armor plate (Owens
Corning Fiberglas, 1991). The change was
made to reduce cost without sacrificing ballis-
tics protection. The fiber/matrix adhesion in
the S-2 material was deliberately engineered to
I'
be poor, which results in superior resistance to
penetration by projectiles.
42.7 MACHINERY
Fig. 42.7 Navy standard deep sea diving dress, old and new. (Courtesy of Coastal Systems Station,
Dahlgren Division, Naval Surface Warfare Center, Panama City, FL.)
Machinery 927
(1500 lb) of buoyancy. In addition, buoyancy New marine applications of composites are
systems are used on risers for offshore oil rigs.also under development. A particularly chal-
Because drilling takes place in excess of 1.6 km lenging and intriguing application is deep
(1mi) deep on some rigs, the drill sections diving man-rated pressure hulls. The
become extremely heavy and require flotation Advanced Research Projects Agency (ARPA)
to offset the enormous weight. Syntactic foam is sponsoring the Thick Composites
with a tough outer composite skin is used for Technology Development program to design,
durable flotation. Many Coast Guard buoys fabricate and evaluate a Man-Rated
are now being deployed with syntactic foam Demonstration Article constructed of carbon
cores and composite skins. reinforced composite materials (Kelly, 1993).
The objective of this program is to develop the
technology, experience and confidence neces-
42.8 CURRENT AND FUTURE
sary to demonstrate the feasibility of using
DEVELOPMENTS
composites in primary structure in underwa-
Use of composites in the marine environment ter vehicles (Hoffman and Kelly, 1992; Leon
continues to evolve. There are several recently and Coffenberry, 1992; Camponeschi et al.,
developed resins, prepreg fabrics, cores and 1994).
fabrication processes whose implementation
will significantly change the industry. REFERENCES
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particularly to reduce structure-borne noise.
Gougeon Hydromat Test System: Special
Use of composite core will probably gain Methods and Equipment For Investigating the
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