Abstract
The structural damage of ships in navigational accidents is influenced by the hydrodynamic properties of surrounding water. Fluid structure interactions (FSI) in way of grounding contact can be idealized by combining commercial FEA tools and specialized hydrodynamic solvers. Despite the efficacy of these simulations, the source codes idealizing FSI are not openly available, computationally expensive and subject to limitations in terms of physical assumptions. This paper presents a unified FSI model for the assessment of ship crashworthiness following ship hard grounding. The method uses spring elements for the idealization of hydrostatic restoring forces in 3 DoF (heave, pitch, roll) and distributes the added masses in 6 DoF on the nodal points in way of contact. Comparison of results against the method of Kim et al. (2021) for the case of a barge and a Ro–Ro passenger ship demonstrate excellent idealization of ship dynamics. It is concluded that the method could be useful for rapid assessment of ship grounding scenarios and associated regulatory developments.
Highlights
According to EMSA [1], ship navigational accidents attributed to collisions and groundings continue to dominate ship casualty statistics and lead to oil spills (Figs. 1, 2)
Rock mechanics are idealised by a paraboloid rock and grounding dynamics are idealised by the super-element method
For the model presented in this paper, the hydrodynamic effects from the added mass matrix obtained using Hydrostar [25] are distributed on FEA nodes in way of the centre of gravity (CoG) of the structure
Summary
According to EMSA [1], ship navigational accidents attributed to collisions and groundings continue to dominate ship casualty statistics and lead to oil spills (Figs. 1, 2). Pineau and Le Sourne [12] and Pineau et al [13] introduced empirical formulas for the evaluation of ship structural response in hard groundings In their model, rock mechanics are idealised by a paraboloid rock and grounding dynamics are idealised by the super-element method. The MCOL algorithm used in both SHARP super-element and LS-DYNA FE explicit solvers requires the input of hydrodynamic effects following the analysis of ship motions. This type of analysis is instilled with a broad number of computational modelling uncertainties and pertains to large-scale/uneconomic numerical computations. The validated method is applied for the case of a passenger ship
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