Finite Element Simulations of Novel Submersible Design Based on the ASME Design-by-Analysis Approach

Ćorak, Maro; Šperanda, Zdenko; Čokić, Juvel; Palaversa, Marin; Parunov, Joško

doi:10.3390/jmse11020275

Cited by 5 publications

(6 citation statements)

References 19 publications

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“…Tatiana Pais issued a paper discussing the challenge of predicting comfort levels on yachts through dynamic behavior analysis, emphasizing the importance of added mass in ship structures, and concluding that numerical models provide comparable results to the Lewis method for added mass calculations [11]. For marine applications, the method has also been used for tourist submersibles, in a recent work focusing on innovative materials and structural concepts, to find a balance between design loads, finite element mesh size, and safety factors for different failure modes, providing guidance for future applications of design-by-analysis in the development of structures exposed to pressure loading [12]. Finally, according to ISO 12215-5 [13], the FEM is considered part of the compliance assessment process, which is set to transform the structural design of most small crafts for the next decade [14].…”

Section: Introductionmentioning

confidence: 99%

Structural Analysis of Deck Reinforcement on Composite Yacht for Crane Installation

Dragatogiannis,

Zaverdinos,

Galanis

2024

JMSE

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The crane installation on the deck of a yacht redistributes the stress field and affects the local structural integrity and performance. The safe operation of the yacht is associated with the optimal placement of the crane on the deck and the proper local structural reinforcement. Here, the structural analysis of the bow part of a yacht made of composite materials is studied, considering the retrofit installation of a crane, in three different cases of reinforcing the deck: (a) without any reinforcement, (b) with a T-type reinforcement, and finally, (c) with a longitudinal beam. The T-type connects the longitudinal bulkhead and the deck, reinforced locally with overlamination skin and adhesive-filler. The longitudinal beam works as a local longitudinal stiffener attached to the deck and connects the second, third, and fourth transverse frames. The structural analysis is performed using the finite element method following the classification societies’ rules. The local reinforcements are made from the same composite materials as the unreinforced deck. The maximum deformations, the principal stresses, and the safety factors following Tsai-Wu and Hashin criteria are calculated and compared for the three different cases. The T-type and longitudinal reinforcements reduce deck stresses by 33%, with longitudinal reinforcement reducing deck deformation by 17%. Composite failure analysis shows the structure was near failure, and the reinforcements enhance safety; T-type is better for multiaxial loads (Tsai-Wu), and longitudinal is superior for micromechanical failure (Hashin). By considering the structural performance and safety aspects, designers and engineers can make optimal decisions regarding yacht crane installation and proper reinforcement, leading to safer and more efficient structures.

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Section: Introductionmentioning

confidence: 99%

Structural Analysis of Deck Reinforcement on Composite Yacht for Crane Installation

Dragatogiannis,

Zaverdinos,

Galanis

2024

JMSE

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“…Other options of head's geometries are also possible, i.e., partially conical head with spherical dome or tory-spherical head, but not considered herein. The present study is inspired by a tourist UV with acrylic cylindrical hull, designed to provide visitors a view of the surrounding ocean in a comfortable manner [23]. The overall length of the studied UV is about 25 m, while the external diameter of the acrylic hull reads 2.64 m. The designed diving depth is 50 meters, and the maximum forward speed is 2.5 knots.…”

Section: Introduction / Uvod*mentioning

confidence: 99%

Hydrodynamic Force of Resistance of Tourist Underwater Vehicle’s Bare Hull with Diff erent Heads using OpenFOAM

Saghi¹,

Parunov²

2023

Naše more

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Power reduction is the central goal to maximize cruising duration of tourist underwater vehicles (UV) that can be achieved by shaping the hull. So, in this paper, hydrodynamic force of resistance of the tourist UV’s bare hull is analysed. A numerical model based on Computational Fluid Dynamics in OpenFOAM is developed to simulate the longitudinal movement of an UV in a viscous and incompressible fluid for the infinite water depth. Three head geometries, including both spherical heads (S-S), spherical bow and elliptical stern head (S-E), and UV with both elliptical heads (E-E) are compared. At the first step, the effects of the length-to-diameter ratio and forward speed is studied for the S-S UV. The mesh size is calibrated using Grid Convergence Index, provided by ASME, while the model validation is based on the results for cube and sphere as well as by comparison with resistance coefficient of a SUBOFF bare hull. S-E and E-E UVs are then analysed for typical length-to-diameter ratio, comparing their force of resistance to the S-S type. The elongated elliptical heads are in many cases found favourable compared to the spherical heads. The results of this study may be useful for the conceptual design of tourist UV and for verification of the complex numerical models that are necessary to account for the influence of appendages on the force of resistance of such innovative UV.

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“…The pressure hull is surrounded by an exostructure, providing global stiffness for lifting/launching of the submarine and protecting the sensitive acrylic hull from collision and grounding. Such innovative structural design brings many challenges, and a structural analysis based on "first principles" is required [1].…”

Section: Introductionmentioning

confidence: 99%

Hydrodynamic Tests of Innovative Tourist Submarine

Parunov,

Pedišić-Buča,

Gatin

et al. 2023

JMSE

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This paper deals with the resistance, towing, seakeeping, and open water propeller tests of an innovative tourist submarine model. Tests were performed in a 276 m long towing tank. As the submarine model is a complex structure composed of various parts attached to the pressure hull, the largest possible model, in the scale of 1:5.0, was produced, considering the towing tank depth and the capabilities of the measurement equipment. Resistance tests were performed in deep water and on the surface in calm water. The tested speed range in both cases was up to 5.5 knots. To ensure the avoidance of free surface effects, resistance tests in deep water were performed for different draughts and then extrapolated to infinite water depth. Smaller effective powers were found for the surface condition. The results are compared to an independently performed computational fluid dynamics (CFD) analysis using OpenFOAM. A fair agreement between the experimentally and numerically predicted effective power is found, while the reasons for the differences found are explained. The free submarine model was towed with a rope performed for the speed range 1.7 kn–3.5 kn, and the towing force in the rope was measured. Seakeeping tests in irregular beam waves at zero speed were performed to check the flooding risk on open hatches. Open water tests of the main thrusters for propelling the submarine were conducted, indicating that both power demand and propeller thrust are slightly larger compared to the initial estimates.

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Finite Element Simulations of Novel Submersible Design Based on the ASME Design-by-Analysis Approach

Cited by 5 publications

References 19 publications

Structural Analysis of Deck Reinforcement on Composite Yacht for Crane Installation

Structural Analysis of Deck Reinforcement on Composite Yacht for Crane Installation

Hydrodynamic Force of Resistance of Tourist Underwater Vehicle’s Bare Hull with Diff erent Heads using OpenFOAM

Hydrodynamic Tests of Innovative Tourist Submarine

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