Offshore Platform Fluid Structure Interaction Simulation

Marzban, Ali; Lakshmiraju, Murthy; Richardson, Nigel; Henneke, Mike; Wu, Guangyu; Vargas, Pedro; Oakley, Owen H.

doi:10.1115/omae2012-83472

Cited by 3 publications

(1 citation statement)

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“…The carbody is divided into some nonoverlapping control elements (dr), and tunnel pressure waves acting on the two sides and the ceiling of the carbody (as shown in Figure 3(a)) are loaded as the excitation to obtain the displacement of each control elements, which are generated from the single train passes through a double-tracked tunnel at the speed from 300 km/h to 400 km/h on the sides and ceiling. To achieve the goal, a joint simulation based on the Abaqus and Star-ccmþ need to be conducted 27,28 with the time step of 0.002 s. As shown in Figure 3 By repeating the process from (1) to (4), the fluidstructure simulation will proceed. Therefore, the displacement in the centre of the control element can be calculated, namely,…”

Section: Deformationmentioning

confidence: 99%

Semi-empirical model of internal pressure for a high-speed train under the excitation of tunnel pressure waves

Chen

Yong

Yang

2021

Proceedings of the Institution of Mechanical Engineers, Part F:

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To study the transmission of air pressure from external to internal carriage of high-speed trains, an internal pressure model excited by tunnel pressure wave is established. Firstly, factors affecting the air pressure transmission are analysed. Then, the semi-empirical models of the internal pressure caused by a single factor are established based on both the theoretical analysis and experimental data: (1) by applying the finite element method, effects of carbody deformation are studied; (2) based on the static air tightness test, the transmission from the gaps is modelled and (3) the model of the air ducts are surveyed on the base of the characteristics of the ventilation fans and valves. Finally, three routes are comprehensively considered and a coupling model of the internal pressure is established. Simulation results shows the model is adaptable in predicting the internal pressure under excitation of tunnel pressure waves. Besides, the effect of the factors on internal pressure are studied based on the models. Among the factors, the deformation has the least effect. Meanwhile, the air ducts are the dominant factor that affects the internal pressure at high opening degree, while the gaps will become the dominant factor when the opening degree of air ducts is relatively low.

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Section: Deformationmentioning

confidence: 99%

Semi-empirical model of internal pressure for a high-speed train under the excitation of tunnel pressure waves

Chen

Yong

Yang

2021

Proceedings of the Institution of Mechanical Engineers, Part F:

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Application of foam-extend on turbulent fluid-structure interaction

Rege

Hjertager

2017

IOP Conf. Ser.: Mater. Sci. Eng.

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Load sequence effects and mixed-mode fatigue crack growth in offshore structures

Rege¹

2020

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The total fatigue life of a brace in an offshore jacket structure is conventionally considered in four parts. N 1 is the number of cycles to initiate the first discernible surface cracking as noted by any available method. N 2 is the number of cycles to detect surface cracking by visual examination without the use of crack enhancement or optical aids. N 3 is the number of cycles until the first through wall cracking and N 4 is the total number of cycles to the end of test or final separation of the member. The majority of fatigue tests conducted on tubular connections or on girth welds in brace members obtained only N 3 results, it being common practice to stop testing when a through wall crack was present. In the HSE Guidance the S-N curves for tubular connections and girth welds in braces are therefore based on N 3 data. (In fact it should be noted here that there were very few test results for single sided girth welds available at the time of drafting the HSE guidance; the choice of Class F2 for these joints was therefore based largely on judgement rather than data). In UK waters, flooded member detection (FMD) by ultrasonic inspection with a remotely operated vehicle is used to check whether through cracks are present; however, in practice, fatigue cracks are likely to continue to grow around the brace circumference after breaking through-wall. A review by Sharp (Ref.1) concluded that detailed knowledge of the crack shape development after breakthrough together with a value for the ratio N 4 /N 3 are required. From the structural safety viewpoint, there is clearly a need to quantify the rate of fatigue crack growth after development of a through wall crack, but prior to the point at which final separation becomes a possibility. The present study was designed to examine these factors for circumferential welds in tubular members, and hence allow the efficacy of the FMD strategy to be assessed. This report and the work it describes were funded by the Health and Safety Executive (HSE). Its contents, including any opinions and/or conclusions expressed, are those of the authors alone and do not necessarily reflect HSE policy. HSE BOOKS

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Offshore Platform Fluid Structure Interaction Simulation

Cited by 3 publications

References 0 publications

Semi-empirical model of internal pressure for a high-speed train under the excitation of tunnel pressure waves

Semi-empirical model of internal pressure for a high-speed train under the excitation of tunnel pressure waves

Application of foam-extend on turbulent fluid-structure interaction

Load sequence effects and mixed-mode fatigue crack growth in offshore structures

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