Prediction of the wave induced second order vertical bending moment due to the variation of the ship side angle by using the quadratic strip theory

Kim, Seunglyong; Ryue, Jung Soo; Park, Inkyu

doi:10.1016/j.ijnaoe.2017.07.002

Cited by 4 publications

(5 citation statements)

References 5 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Finally, the algorithm was iterated until SFT and BMT were performed for all LgBls through the distribution of αWt. After tuning, the αWt information was saved as CONM2 cards, that is, the point mass of the grids, and consequently, a NASTRAN file format ship FE model containing the weight information was created (Lim et al, 2022) [6].…”

Section: Algorithm Overviewmentioning

confidence: 99%

“…An oil shuttle tanker model, shown in Figure 10, was used to test and verify the accuracy of the SFT and BMT algorithms. The full-size FE model geometry and main dimensions of the shuttle tanker are in Table 1 (Lim et al, 2022) [6]. The ship FE model had an overall length (L OA ), breadth (B), and depth of 277.8, 49, and 24.5 m, respectively, divided into 168,120 grids with 357,673 elements.…”

Section: Global Ship Fe Model For Tuning the Sf And Bmmentioning

confidence: 99%

“…As the model excludes small secondary tanks, liquids, the outfit, and electric systems, its weight is different from that of the ship. Moreover, the ship FE model must have the same light weight and center of gravity (COG) as the actual ship to perform an accurate analysis, and the respective required target values are ensured through weight distribution (WD) (Lim et al, 2022) [6]. The target COG and weight are the value of the actual ship, and these values must be consistent with Trim and Stability (TnS) data of the ship.…”

Section: Introductionmentioning

confidence: 99%

“…Owing to alternating hogging and sagging during the voyage, the BM of the ship is closely related to its structural safety. Thus, the SF and BM are significant factors in determining the structural safety of the ship (Kim et al, 2018; Liu and Guedes Soares, 2020; Wang et al, 2019) [7][8][9]. However, as the distribution of the SF and BM of the ship also affects the structural analysis results, a reliable method of tuning the SF and BM is needed.…”

Section: Introductionmentioning

confidence: 99%

“…Biondi et al (2004) [16] proposed two methods to capture discontinuities due to moving mass in the BM and SF laws along a continuous structure with varying accuracy. Kim et al (2018) [7] calculated the secondary BM induced by sea waves using the secondary strip theory. It was found that the secondary BM changed significantly according to the change in the ship side angle.…”

Section: Introductionmentioning

confidence: 99%

See 4 more Smart Citations

Shear Force and Bending Moment Tuning Algorithm of Shuttle Tanker Model for Global Structural Analysis

Lim,

Han,

Kang

et al. 2023

JMSE

View full text Add to dashboard Cite

Global ship analysis is conducted using a finite element model (FE model) for ship design and construction, which involves structural, motion, and vibration analyses. It is crucial to examine the structural safety of the hull and motion response. In the ship FE model used in global ship analysis, weight distribution is employed to adjust the light weight and center of gravity (COG), which are required to perform the analysis. Further, the FE model needs to satisfy the required longitudinal shear force (SF) and bending moment (BM) under the loading conditions of the ship. Moreover, the SF and BM in the ship Trim and Stability data are utilized to perform shear force tuning (SFT) and bending moment tuning (BMT) for the ship FE model. This ensures the ship model exhibits curves of the SF and BM that coincide with those of the ship. The SFT and BMT for the ship FE model are time-consuming and costly. Thus, to address these limitations, we propose an effective and accurate algorithm and program for SFT and BMT. Accordingly, we developed a C#-based algorithm to tune the weight, SF, BM, and COG of the ship FE model to the required target value. Finally, the accuracy of the newly developed algorithm was analyzed and compared by applying it to the shuttle tanker FE model under the ballast and full load conditions. Accuracy was within tolerance in both loading conditions. The average errors of SF and BM were smaller in the ballast condition than in the full load condition, and the errors were smaller at the bow than at the stern.

show abstract

Section: Algorithm Overviewmentioning

confidence: 99%

Section: Global Ship Fe Model For Tuning the Sf And Bmmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

See 3 more Smart Citations

Shear Force and Bending Moment Tuning Algorithm of Shuttle Tanker Model for Global Structural Analysis

Lim,

Han,

Kang

et al. 2023

JMSE

View full text Add to dashboard Cite

show abstract

Experimental investigation of nonlinear springing of ultra-large container ship in regular waves

Si,

Tian,

Yang

et al. 2025

Marine Structures

View full text Add to dashboard Cite

Analytical Solution for Froude–Krylov Force of Triangulated Geometry in Linear Waves

Liu¹,

Lin²

2021

Journal of Offshore Mechanics and Arctic Engineering

View full text Add to dashboard Cite

For wave exciting load on offshore structures, Froude–Kyrlov (FK) force is easier to evaluate than diffracting force. But current nonlinear FK models suffer low computational speed. Conventionally, FK force is calculated by performing Gaussian quadrature (GQ) on each surface mesh, and the choice of the mesh size is important in order to resolve wave characteristics both in the propagation and depth directions. Therefore, either by limiting the size of a surface mesh under one-tenth of the wavelength or increasing the order of GQ, numerical errors can be minimized. For the purpose of relieving the above restriction, the analytical integration of the dynamic pressure field in the time domain over a triangular mesh is derived to avoid the mesh-dependent errors and to improve computational efficiency. It will be shown that the solution of integration obtained in time domain can be cast in the frequency domain under linearized free surface conditions. Validation includes the analytical solution to a cuboid at head sea and numerical solutions to a catamaran by commercial software. The results show excellent agreement for general wave conditions and prominence at very high-frequency range. In terms of computational efficiency, we compared the execution time against GQ with different orders and showed the analytical method is significantly faster. The limitation of this method is in very long waves or for degenerated panels, which are specifically addressed by line integration.

show abstract

Prediction of the wave induced second order vertical bending moment due to the variation of the ship side angle by using the quadratic strip theory

Cited by 4 publications

References 5 publications

Shear Force and Bending Moment Tuning Algorithm of Shuttle Tanker Model for Global Structural Analysis

Shear Force and Bending Moment Tuning Algorithm of Shuttle Tanker Model for Global Structural Analysis

Experimental investigation of nonlinear springing of ultra-large container ship in regular waves

Analytical Solution for Froude–Krylov Force of Triangulated Geometry in Linear Waves

Contact Info

Product

Resources

About