Shkolnikov Hybrid Ship Hulls

Engineering Design Rationales
1. Auflage 2014
ISBN: 978-0-12-801092-1
Verlag: Elsevier Science & Techn.
Format: EPUB
Kopierschutz: 6 - ePub Watermark

E-Book, Englisch, 200 Seiten

Hybrid Ship Hulls provides an overview of cutting-edge developments in hybrid composite-metal marine ship hulls, covering the critical differences in material processing and structural behavior that must be taken into account to maximise benefits and performance.Supporting the design of effective hybrid hulls through proper consideration of the benefits and challenges inherent to heterogenic structures, the book covers specific details of quality control, manufacturing, mechanical and thermal stress, and other behavioral aspects that need to be treated differently when engineering hybrid ship hulls. With a particular focus on heavy-duty naval applications, the book includes guidance on the selection of composite part configurations, innovative design solutions, novel hybrid joining techniques, and serviceability characterization. - Addresses the engineering requirements specific to hybrid structure engineering that are essential for optimization of hybrid hull design and maximization of material benefits. - Covers methodology, techniques and data currently unavailable from other sources, providing the essential base knowledge to support robust design, reliable manufacturing, and proper serviceability evaluation. - Includes MATLAB codes, enabling engineers to easily apply the methods covered to their own engineering design challenges.

Dr. Vladimir M. Shkolnikov has over 40 years of combined Russian-American experience in composite science and engineering, primarily relating to naval structural applications. Throughout the 70s, 80s and 90s he was involved in most R&D projects involving composites application for the Russian/Soviet Navy, being a Research Scientist/Sr. Research Scientist in the Krylov State Research Centre (1972-1991) and then a Sr. Research Scientist in the Institute of Transportation Problems of the Russian Academy of Sciences (1991-1995), both in St. Petersburg, Russia. Since moving to the U.S. in 1995 he has conducted a number of challenging projects for the U.S. Department of Defense and other federal agencies and private companies. His most recent investigation, sponsored by the Office of Naval Research, is dedicated to development of advanced hybrid (composite-to metal) joining technology for heavy-duty naval applications.

Autoren/Hrsg.

Shkolnikov, Vladimir M.

Inhaltsverzeichnis

1;Front Cover;1
2;Hybrid Ship Hulls: Engineering Design Rationales;4
3;Copyright;5
4;Contents;6
5;Preface;8
6;Acknowledgments;10
7;Chapter 1: Premises of Hybrid Hull Implementation;12
7.1;1.1. Trends in Demand for Composite and Hybrid Structures;12
7.2;1.2. Hybrid Hull Peculiarities;14
7.3;1.3. Inheritance of Composite Shipbuilding;17
7.4;1.4. Advanced Design-Technology Concepts;30
7.5;References;35
8;Chapter 2: Existing and Prospective Hybrid Hulls;40
8.1;2.1. Composite Superstructures of Hybrid Surface Vessels;40
8.2;2.2. Composite Outboard Submarine Structures;49
8.3;References;56
9;Chapter 3: Material-Transition Structures;60
9.1;3.1. Prerequisites of Rational Design;60
9.2;3.2. Benchmarking of Existing Hybrid Joining Technologies;62
9.2.1;3.2.1. Plain Adhesive Bonding;62
9.2.2;3.2.2. Bolted Joints;69
9.2.3;3.2.3. Bonded-Bolted/Fastened Joints;70
9.3;3.3. Advantageous Joining Options;73
9.3.1;3.3.1. NJCs Novel Adhesive Bonding Joint;73
9.3.2;3.3.2. Comeld Hybrid Joining Technology;75
9.4;References;77
10;Chapter 4: Comeld-2 Development and Performance Evaluation;80
10.1;4.1. Introductory Study;81
10.1.1;4.1.1. Initial Computer Simulations;81
10.1.2;4.1.2. Manufacturing Trials;87
10.1.3;4.1.3. Mechanical Testing;89
10.2;4.2. Impact Resistance;91
10.3;4.3. Reparability;94
10.4;4.4. Preliminary Analytical Optimization;98
10.5;4.5. Material Processing;110
10.5.1;4.5.1. Protrusion Trials;110
10.5.2;4.5.2. Lap Plate Fabrication;111
10.5.3;4.5.3. Composite Processing Trials;112
10.5.4;4.5.4. Hybrid panel processing;112
10.6;4.6. Champion Selection;114
10.6.1;4.6.1. Comparison Testing;114
10.6.2;4.6.2. Upgraded analytical model;117
10.6.3;4.6.3. Champion Joint Design and Fabrication;120
10.7;4.7. Moistening/Watertightness Examination;121
10.8;4.8. Champion Mechanical-Environmental Testing;125
10.8.1;4.8.1. Test Set-up;125
10.8.2;4.8.2. Static Testing;126
10.8.3;4.8.3. Fatigue Testing;132
10.9;4.9. Techno-Economic Appraisal;135
10.10;4.10. Comeld-2 Readiness;139
10.11;References;142
11;Chapter 5: Serviceability Characterization;144
11.1;5.1. Existing Approach;144
11.2;5.2. Prerequisites of Methodology Advancement;150
11.3;5.3. Serviceability at Conventional Load Cases;160
11.3.1;5.3.1. Monotonic constant-rate loading;160
11.3.2;5.3.2. Residual strength;163
11.3.3;5.3.3. Cyclic fatigue loading;166
11.4;5.4. Structural Performance at Complex Loading Profiles;170
11.5;5.5. Practical Applications;172
11.6;5.6. Experimental Verification of the Kinetic-Based Approach;176
11.7;5.7. Methodological Upgrade of Serviceability Evaluation;182
11.8;References;184
12;Chapter 6: Prospective Investigations;186
12.1;6.1. Prevention of Galvanic Corrosion;186
12.2;6.2. Laser-Based Surfi-Sculpt;188
12.3;6.3. Comeld-2 Non-Naval Applications;190
12.4;References;191
13;Appendix: Matlab Codes on Serviceability Characterization;194
13.1;7.1. Ultimate Strength versus Length of Loading and Temperature;194
13.2;7.2. Residual Strength;195
13.3;7.3. Cyclic Loading;196
13.4;7.4. DSV Diving;197
14;Glossary/Abbreviations;200
15;Index;202

Leseproben

Chapter 2 Existing and Prospective Hybrid Hulls
Abstract
This chapter introduces the key advantages associated with the application of structural composites for the primarily metal hull components of naval vessels; summarizes design, manufacturing, and operational experience acquired in this regard to date; outlines envisioned feasible prospective applications of composites; and considers relevant issues of concern. Assorted load-bearing structures, such as deckhouses, bulkheads, deck and/or side panels, foundations, stabilizers, rudders, and water-jet housings and inlet tunnels may be built of composites beneficially for both major categories of warships, surface combatants and submarines. The application of composites for topside structures of surface vessels and outboard structures of submarines, which is becoming a common attribute of these warships, is emphasized. Keywords Composite components of ship hull Benefits of structural application of composites for naval vessels Signature control Hull weight reduction Topside composite structures Submarine outboard composite structures 2.1 Composite Superstructures of Hybrid Surface Vessels
While assorted structures, such as bulkheads, deck panels, foundations, and water-jet housings and inlet tunnels, might be beneficially constructed of polymer matrix composites (PMC), superstructures appear to be the most appealing hull component candidate for a conventional metal surface combat vessel for replacement with PMC. Substantial weight savings, allied with the typically minor contribution of a topside structure to the hull’s load bearing under global bending, significant reduction of the warship’s signature, and lowering of maintenance expenses are the principal factors accounting for the growing interest in a PMC application for warship topside structures. The weight reduction translates into greater speed and/or range and payload capacity as well as a generally reduced cost of operation due to lessening of both fuel consumption and maintenance expenses. As this pertains to top structures, the weight reduction also contributes to enhancement of the ship’s stability and seaworthiness. With minor alteration of a structural PMC compound, PMC panels are able to promote acoustic and thermal insulation as well as absorption of electromagnetic radar emanations, without adding any notable weight. This enables a decrease in ship emissions and/or reflections that define her signature, increasing the stealth characteristics of the vessel as a whole (Lackey et al., 2006). Overall, for all these reasons, PMC application for large metal warships is becoming routine practice, especially for superstructures. PMC application in large primarily metal warships is becoming routine practice nowadays, especially for topside structures of surface vessels and outboard structures of submarines. Development of stealth technology for shipbuilding began in the 1970s. The Sea Shadow (IX-529), an experimental stealth ship built in 1984 by Lockheed Martin for the US Navy, represents the first prominent result of those initial efforts. As asserted by Chatterton and Paquette (1994), the Sea Shadow represents the application of several advanced ship technologies and ship systems available at that time. Morylyak (2009) emphasizes that all the means of lowering the ship’s signature have been utilized. These encompass proper hull shaping facilitated with small water-plane area twin hull (SWATH) architecture; PMC application; and external radar absorption coating. The Sea Shadow’s look, uncommon for warships, was specifically selected to show how a low radar profile might be achieved (Nye, 2012). Parallel R&D efforts aimed at implementation of PMC superstructures with stealth capabilities have been carried out in several developed countries. In the FSU, the initial efforts were dedicated to development of “Krona”—a glass-fiber-reinforced plastic (GFRP)-based structural material with radar-absorption capabilities. A pilot deckhouse made of Krona was installed on a Yevgenia class minesweeper and underwent a trial aimed at verification of structural and radar-absorption capabilities in the Baltic Sea in 1979. All imposed requirements were validated. In France, analogous R&D efforts have resulted in serial construction of La Fayette class frigates—light 3000-ton multi-mission vessels built by DCNS. The La Fayette is the world’s first operational warship designed from the keel up for stealth and survivability. These vessels feature a modular design that can be readily adapted to the specific requirements of each client navy (Le Lan et al., 1992). Their reduced radar cross section (RCS) is achieved by a very clean superstructure compared to conventional designs, angled sides, and radar absorbent material within balsa-cored sandwich panels, made of GFRP based on polyester resin. Both the deckhouse and deck structure of the La Fayette were made of GFRP to reduce weight and provide better fire resistance than aluminum. The core selection arose from balsa’s good fire performance relative to charring, low smoke, and toxic byproducts, vital requirements in warship design. Since the La Fayette’s introduction, many modern fighting ships have been designed and built around the world following the same principles of stealth. The hulls of these are furnished, as a rule, with at least a composite superstructure, which is becoming a common attribute of major warships nowadays. Essentially, the whole assortment of hull design configurations pertaining to full-composite ships, discussed in Chapter 1, is applicable for composite sections and other structural components of a hybrid, primarily metal hull. Nevertheless, the conventional sandwich structure cored with either light-weight foam or balsa wood is typically employed. The reason for this preference relates to an attempt to minimize the number of stiffeners, thereby reducing the cost, while retaining rigidity of the structure for sensor fit requirements. A few prominent examples of composite superstructure implementation that made it to production, as well as some that did not, are briefly described below. Hackett (2011) details the history of bringing composite materials to US Navy shipbuilding and the fleet made by Northrop Grumman Shipbuilding-Gulf Coast (now HII)—one of the main contributors to composite shipbuilding for the US Navy. One example is a success story regarding development of the advanced enclosed mast/sensor (AEM/S) system concept and its facilitation for LPD 17 amphibious assault class ships. Another case study is the DDG 51 Flight IIA composite hangar, which, although it did not make it to the fleet, is of some worth in relation to a lesson learned. The composite high-speed vessel demonstrated the use of composites for the forward one-third of her 88-m-long hull. These large composite structure accomplishments made the next step, that of a composite superstructure with embedded antennas and low observability, an achievable goal. The DDG-1000 class with a composite superstructure became the first class of large US Navy ships so outfitted. Traditional ship stick masts suffer from sensor blockage from the structure of the mast itself, experience sensor maintenance and preservation issues associated with the corrosive atmosphere in which they operate, and have a high RCS due to the large number of components and the multitude of shapes present. A new generation of mast was required to overcome these deficiencies. As Hackett (2011) asserts, the composite AEM/S system addresses all of the shortcomings of the legacy mast by enclosing the sensors inside the mast structure and having a flat faceted reflective shell to reduce the RCS of the mast. This protects the sensors inside the mast from the harsh marine environment and corrosive gases of the exhaust plume, and as well as providing safer conditions for performing maintenance on the sensors. The make-up of the composite structure that encloses the radar is tuned to the frequency of the radar behind it, which allows only the desired frequency to enter and exit the composite mast shell, reflecting all other frequencies. The AEM/S system advanced technology demonstration (ATD) mast being constructed was a 26.5-m-high hexagonal structure that measured 10.7 m across, one of the largest ship composite components ever built for a ship structure. It was constructed in 1996 and installed in May 1997 aboard the USS Arthur W. Radford (DD-968), the Spruance class destroyer (Hackett, 2011). The ship’s overall dimensions were: length, 172 m; beam, 16.8 m; draft, 8.8 m; and full load displacement, 9200 ton (Anon., 2013a). The 40-ton structure was fabricated in two halves using SCRIMP. Conventional marine composite materials (E-glass, vinyl ester resin and balsa and foam cores) were utilized throughout the structure. Mechanical bolted joints were placed into both the middle and the base of the structure (Greene, 1999; Mouritz et al., 2001). The ruggedness of the mast was proven on a couple of unplanned occasions. In February 1999, the Radford was involved in a collision with the Saudi Riyadh, a 29,260-ton, 200-m-long, roll-on/roll-off...