Abstract

AbstractIn this paper, a novel approach has been followed based on FEM simulation and Topology Optimization tools to locate and model the reinforcements inside the hull of a sailing dinghy. This process assumes that the inner volume included between the hull and the deck is, at the beginning of the simulation, filled with material; then a portion of this inner volume is eroded until a final free form shape of the reinforcements is obtained. A key point of this procedure is the definition of the optimization constrains because the final shape of the reinforcements must fulfill several requirements such as weight, stiffness and stress. At the end of the optimization procedure, the final shape of internal reinforcements consists of a truss-like web frame with a final weight equal to the 18% of the initial full body.

Highlights

  • The traditional design approach of a sailing yacht is standardized by the international Rules for Classification and Construction [1]

  • Scantling of the internal structure derives by parametric equations that return the number and the dimensions of longitudinal and transverse frames to be applied to the hull in order to improve its local and global stiffness

  • The possibility of a scantling procedure different from [1] has not been systematically researched yet. This happens because, in the naval field, safety reasons suggest to be conservative in terms of reinforcement element design and that traditional manufacturing techniques based on panels and beams bonding are still preferred

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Summary

Introduction

The traditional design approach of a sailing yacht is standardized by the international Rules for Classification and Construction [1]. Scantling of the internal structure derives by parametric equations that return the number and the dimensions of longitudinal and transverse frames to be applied to the hull in order to improve its local and global stiffness. The possibility of a scantling procedure different from [1] has not been systematically researched yet. This happens because, in the naval field, safety reasons suggest to be conservative in terms of reinforcement element design and that traditional manufacturing techniques based on panels and beams bonding are still preferred. In [4] TO has been used to determine only primary reinforcements of a 46 m sailing yacht: only quasi-static rig and weight loads are considered and the TO procedure is conditioned by the interior layout design

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