Ocean Engineering 31 (2004) 901929 www.elsevier.

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Finite element investigation on the static response of a composite catamaran under slamming loads
Roberto Ojeda a, B. Gangadhara Prusty b,, Marcos Salas a
a

Institute of Naval and Maritime Sciences, University Austral of Chile, Casilla 567, Valdivia, Chile b Department of Maritime Engineering, Australian Maritime College, P.O. Box: 986, Launceston, TAS 7250, Australia Received 7 April 2003; accepted 13 August 2003

Abstract This paper presents the structural response of a fast and relatively small, composite materials catamaran to slamming loads. Finite element method is used to provide valuable information in order to optimise the design of the catamaran. The analysis is carried out using ANSYS 6.0 nite element software. The response of the structure to quasi-static slamming loads according to Det Norske Veritas High Speed and Light Craft crest landing and hollow landing rules [DNV, 1999] has been implemented and studied. An optimisation study for the structural response is carried out by changing the ply orientation in the vessel and suitable recommendations are made. # 2003 Elsevier Ltd. All rights reserved.
Keywords: Finite element analysis; Fibre-reinforced composite; Ships structures; High-speed crafts; Slamming loads

1. Introduction The demand for high-speed sea transportation has increased dramatically in the last 15 years. Since high speed is very closely related to the weight of the vessel, to achieve these new speed requirements, designers began to use lightweight materials in place

Corresponding author. Tel.: +61-3-6335-4741; fax: +61-3-6335-4720. E-mail address: g.prusty@mte.amc.edu.au (B. Gangadhara Prusty).

0029-8018/$ - see front matter # 2003 Elsevier Ltd. All rights reserved. doi:10.1016/j.oceaneng.2003.08.008

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of steel. One of the most common materials used to achieve lightweight structures in small to medium size high-speed vessels are composites. Higher speed also means additional loads to the vessels structure. One of the most critical of this additional loads is slamming, which occurs when the vessels motion causes an impact between her bottom or bow are plating (also cross deck structure in multihulls), and the water surface. The behaviour of a composite vessel structure under these loads is studied applying the nite element method. Classication societies recommended design loads and load cases were used to perform the analysis of the vessels structure. This paper reports on a nite element analysis of the behaviour of a small composite vessel under such loads, according to DNV HSLC (1999) crest landing and hollow landing loadings. 2. Literature review Case studies on the state-of-the-art computer simulation and modelling techniques, using I-DEAS Master Series mechanical aided engineering software, applied on the design of INCATs large wave piercing aluminium catamarans was presented by Yakimo (1997). The author highlights the importance of the use of sophisticated computer techniques to prove new concepts, improving safety and to quickly optimise structures of this kind of vessels. Morris (1991) carried out a three-dimensional nite element model structural analysis, using NASTRAN nite element package, of the entire hull and superstructure of a large aluminium alloy wave-piercing catamaran. Quasi-dynamic analysis was used to identify eld and concentrated stresses within suitable global and local structural models. Loading patterns were applied according to Lloyds Register rules and deections and stress distribution were studied. However, above works have been focused on large high-speed catamarans built using isotropic materials such as aluminium alloys. Hughes (1997) presented a strategy for achieving rst principles optimum structural design of a ship, using MAESTRO nite element software. He demonstrates that strategy for a large monohull fast ferry, rst using all aluminium and then adapting the design to be all composite. DNV HSLC (1999) rules were used to perform the analysis. The author highlighted the dramatic structural weight saving that can be achieved by using composite materials (13% of the total displacement of a 100 m length monohull fast ferry). He also remarks that there was not enough time available to do a true optimum design for the composite ship model, which means that no change in scantlings or ply orientations were implemented on the sandwich panels of the model. Pettersen and Wiklund (1999) have explained dierent levels of direct calculations, according to DNV HSLC (1999) rules, applicable for various sizes and types of crafts. They have mentioned that the global strength of a high-speed craft with length above 50 m shall be analysed using a global nite element model, extending over the total hull length and have a mesh size which can represent the overall stiness and global stress distribution in the primary hull structure.

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A designers guide to the methodology used in the development and application of the required design loads according to the DNV (1999) rules for classifying high speed and light crafts have been presented by Olbjrn et al. (1991). The authors menp tioned that for the case of planning and semi-planning craft (V = Li3) two quasi-static slamming load cases should be analysed: crest landing and hollow landing. Formulations for transverse bending moment, vertical shear force and also twin hull pitch connection moment (due to torsion loading) are also given for multihull vessels. Direct calculation methods for the global strength analysis of high-speed composite crafts with length less than 50 m and a length to depth ratio less than 12 have not been recommended by any authors or rules so far. However, Kastak (1998) carried out an FE global strength analysis of a small aluminium catamaran (7.9 m length) using DNV HSLC (1999) rules. The same approach is used in the analysis of the present vessel, which is only 17 m long. 3. Description of the vessel The vessel used for this analysis was built in Chile by Alwoplast according to a Crowther Multihulls design. She is a 16.76 m long, high speed, composite materials, power-yacht catamaran. She is capable of achieving a maximum speed of 28 knots. The general arrangement of the vessel is shown in Fig. 1.

Fig. 1. General arrangement of the composite catamaran.

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Table 1 Principal parameters of the catamaran Parameter Length overall Length waterline Beam overall Beam waterline Draft (cwl) Displacement (cwl) Engines Propulsion Dimension/details 16.76 m (55 ft) 14.10 m 6.00 m 5.88 m 0.80 m 18.00 metric ton 2 225 kW Two water jets

Table 2 Laminations schemes Lamination Lamination 1-hull bottom and sides Lamination 2-underwing Lamination 3-deck and superstructure sides Lamination 4-superstructure roof Lamination 5-no watertight bulkheads Lamination 6-watertight bulkheads Lamination 7-accommodation oor Lamination 8-keel Thickness (m) 0.034 0.044 0.022 0.032 0.021 0.023 0.022 0.105

This vessel operates as a pleasure craft in the inland, inshore and coastal waters of the bays and channels of Chiloe, in the southern part of Chile (South America). The principal parameters of the vessel are presented in Table 1. The vessel was constructed using glass bre-reinforced composites for the outer and inner skins and closed cell foam as the sandwich core material. Table 2 presents eight dierent lamination schemes for dierent parts of the vessels structure and the total thickness of each one, including the inner and outer skin and sandwich core. All curved panel laminations were made by hand layout method in female mould. Vacuum bag process was used in at areas, such as bulkheads. 4. Finite element analysis using ANSYS 6.0 Two dierent element types (SHELL99 and MASS21) are utilised to create the nite element model. The full structure of the composite vessel was represented using SHELL99 layered shell elements (shown in Fig. 2). This element is an 8node, 3-D shell, layered element with six degrees of freedom at each node: translation in the nodal x, y and z directions and rotations about the nodal x, y and z axes. It is designed to model thin to moderately thick plate and shell structures with a side-to-thickness ratio of roughly 10 or greater. The SHELL99 element allows a total of 250 uniform-thickness layers.

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Fig. 2. SHELL99 element.

The performance of the element has been validated by running some benchmark examples from the open literature (see Appendix A). The element SHELL99 was dened at seven dierent sections (Fig. 3) of the hull. This method is useful to check the geometry and attributes during pre-processing and to have a quick access to the results in the post-processing stage. MASS21, shown in Fig. 4, is selected as the element to dene lumped masses in the vessel, such as engines, fuel, fresh water, etc. This is a point element having six degrees of freedom: translations in the nodal x, y, and z directions and rotations about the nodal x, y, and z axes.

Fig. 3. FE model sections.

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Fig. 4. MASS21 element.

The element is dened by a single node and concentrated mass components (Force Time2 =Length) in the element coordinate directions. Real constants are used in SHELL99 to dene numbers of layers, layer orientation angle, layer material and layer thickness. Ten dierent real constants, shown in Table 3, are dened to represent the eight dierent lamination schemes of the vessel structure plus the windows and the water jets. Real constants are used in MASS21 to dene the lumped mass applied to each element in x, y and z directions of the dierent items such as engines and components of the deadweight. All the seven dierent real constants are presented in Table 4. Material property directions for orthotropic materials are parallel to the layer coordinate system, which is dened by the element coordinate system and the layer orientation angle (dened in the real constants). A list of all the materials used in the nite element model is presented in Table 5.

Table 3 SHELL99 real constant table SHELL99 real constant number 1 2 3 4 5 6 7 8 9 10 Item Hull sides and bottom Underwing Deck and superstructure sides Superstructure roof No watertight bulkheads Watertight bulkheads Accommodation decks Keel Windows Water jets

R. Ojeda et al. / Ocean Engineering 31 (2004) 901929 Table 4 MASS21 real constant table MASS21 real constant number 11 12 13 14 15 16 17 Item Engine Galley and dining room area Toilets Bridge Daily fuel tank Main fuel tank Fresh water tank Number of nodes 8 63 40 87 28 150 32

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Nodal mass (kg) 212.5 42.5 31.2 31.0 33.0 24.0 31.3

Table 5 Material list table Number 1 2 3 4 5 6 7 8 9 10 Material Chop strand mat Unidirectional Woven roving Biaxial DB170 Triaxial CDB 200 Triaxial CDB 340 Divinycell H80 Coremat Glass Steel Type Isotropic Orthotropic Orthotropic Orthotropic Orthotropic Orthotropic Orthotropic Isotropic Isotropic Isotropic

4.1. Mesh generation The geometry of the model, shown in Fig. 5, is created by dening keypoints from the table of osets of the hull. Areas are then dened in terms of those keypoints and attributes (element type, element coordinate system orientation, real constant) are assigned to the areas and keypoints based on the information provided by the designer. Then, a mesh is generated, using the automatic meshing facility of the pre-processor module of ANSYS 6.0. The ANSYS 6.0, nite element model consists of 10 620 nodes with six degrees of freedom per node and 4868 elements (4461 SHELL99 and 408 MASS21). 4.2. Boundary conditions Global constraining of the loaded model was avoided by adoption of a free body support, which was arranged to provide the necessary reference point for the Inertia Relief [3] facility of the ANSYS program. 4.3. DNV hollow landing and crest landing slamming load cases Within the global loads recommended by DNV (1999), two static slamming load cases, hollow landing (HL) and crest landing (CL), are specied. The load calcula-

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Fig. 5. Catamaran FE model.

tions for both load cases are preformed according to the method presented by Kastak (1998). For both cases, the hull girder is considered out of the water and the weight of the structure is to be increased by the design vertical acceleration at longitudinal centre of gravity (LCG). The design vertical acceleration may be calculated according to the rules. V 3:2 acg p 0:76 fg g0 L L m=s2 1

where fg is an acceleration factor dependent on the type of service notation and service area restriction. Yacht vessel type and coastal service area restriction determine a factor of 1.0; g0 is the acceleration of gravity, 9.81 m/s2; L is the length of the craft in metres dened as the distance between perpendiculars, which for this case is 14.10 m. p V = L need not to be taken greater than 3.0 for this case. Thus, substituting these values into Eq. (1), the vertical design acceleration yields 12.6 m/s2. In hollow landing condition, it is assumed that the vessel is settled down on a hollow wave, which is positioned along the length of the vessel. Thus, the vessel is assumed to be supported on the hollow landing reference areas, placed at the bow and stern of the ship (Fig. 6). The value of the reference area, based on DNV

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Fig. 6. Hollow landing areas.

HSLC (1999) rules for hollow landing, was found to be 16.05 m2. Each hull carried half of this area, divided in a fore and aft area, with a surface 4.01 m2 each. A longitudinal midship bending moment for the hollow landing case, according to DNV rules, is calculated as below. Mb D g0 acg er ew 2 kN m 2

where D is the displacement of the vessel in tonnes, 18 ton for the studied vessel; g0 is the acceleration of gravity, 9.81 m/s2; acg is the design vertical acceleration, 12.6 m/s2; er is the mean distance from the centre of the hollow landing reference areas to the vessel LCG in metres, 4.5 m; ew is half the distance from LCG of the fore half body of the vessel to the LCG of the aft body of the vessel in metres, 2.95 m. On appropriate substitution of values in Eq. (2), the longitudinal midship bending moment was found to be 313 kN m. For this static and freely supported ship structure, the values of bending moments calculated from either end (fore and aft half bodies) have to be equal to each other and also similar to the moment value calculated using the DNV (1999) rules. Also the sum of the forces due to the slamming pressure acting on the hollow landing reference areas must be equal to the weight of the structure increased by

Fig. 7. Hollow landing loading condition.

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the design vertical acceleration. These equilibrium conditions, shown in Fig. 7, may be written as a set of two linear equations as: Fa Fb Maft Mfore g0 acg Fa daft Maft g0 acg laft Fb dfore Mfore g0 acg lfore On solving the simultaneous equations the forces are calculated as Fa 208 kN Fb 194 kN The force acting on each hull is obtained by dividing each force by 2. Thus, the slamming pressures, for the hollow landing case, were obtained by dividing the forces acting in each hull into the hollow landing reference areas. Pa 25 kPa Pb 26 kPa So for the midship bending moment, the calculation is, Fa daft Maft g0 acg laft 330 kN m or Fb dfore Mfore g0 acg lfore 330 kN m 5 Hence, a close agreement has been obtained between the resulting bending moments for aft and fore bodies and the rule bending moment. The slamming pressure for hollow landing was applied, to the nite element model, on the elements within the hollow landing reference areas as presented in Fig. 8. In crest landing condition, it is assumed that the vessel is settled down on a wave crest, which is positioned along the length of the vessel. Thus, the vessel is assumed to be supported over crest landing reference area placed with its centroid at the LCG of the vessel, as shown in Fig. 9. The value of the reference area, based in DNV HSLC (1999) rules, for crest landing was found to be 19.75 m2. Thus, each hull carried half of this area, which was a surface of 9.87 m2. The longitudinal midship bending moment for the crest landing case is calculated as shown below   D ls g0 acg ew Mb 2 4 kN m 6 3 4

where D, g0 and acg have been previously dened; ew is half the distance from LCG of the fore half body of the vessel to the LCG of the aft body of the vessel in metres, 2.95 m; ls is longitudinal slamming reference area, 6.7 m.

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Fig. 8. Hollow landing loads in the FE model.

Thus, on substitution of values into Eq. (6), the longitudinal midship bending moment yield 255 kN m. Following the same procedure adopted for hollow landing case, equilibrium condition (Fig. 10) for crest landing case is written as a linear equation as: F Mg0 acg On solving Eq. (7) the force obtained is F 400 kN 7

Fig. 9. Crest landing area.

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Fig. 10. Crest landing loading condition.

meaning that the force to be applied to each hull is Fh 200 kN Hence, the slamming pressure, for the crest landing case, is obtained by dividing this force into the crest landing reference area of each hull. P 20:3 kPa The midship bending moment is calculated by splitting the hull weight and the crest landing area into two parts at the midship section. Fa daft Maft g0 acg laft % 140 kN m or Fb dfore Mfore g0 acg lfore % 140 kN m 8

This bending moment is found to be almost 37% less than the one calculated using the DNV (1999) crest landing rules. However, the dierence can be attributed to the concentration of the ship weight (Fig. 11), over the crest landing reference area. The slamming pressure for crest landing is applied, to the nite element model, on the elements within the crest landing reference areas as presented in Fig. 12.

5. Analysis and discussion The nite element model is analysed for each load case using ANSYS 6.0 sparse matrix solver in a Intel Pentium IV Proccessor. Deection and stresses, for the DNV HSLC (1999) load cases are analysed. In order to check imbalances of the model, the accelerations applied by the inertia relief facility were checked and are found to be very small in magnitude, which conrm that only minor force imbalances were present on the model.

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Fig. 11. Weight distribution plot.

Fig. 12. Crest landing loads in the FE model.

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5.1. Hollow landing load case The deformed plot of the model for the hollow landing load case is presented in Fig. 13. Displacements have been increased by a factor of 20 to provide a clearer indication of the deformed shape. The deections at both ends of the vessel are found to be non symmetrical, that attributed to the non uniform mass distribution presented in Fig. 15. The maximum vertical deection, of about 39 mm, is noted to occur at the forward end of the vessel. Maximum axial (tension and compression) stresses were studied along each section and lamination scheme of the vessel. High stress concentration points are identied. Fig. 14 shows the distribution of the maximum axial stresses in x, y and z axes for each section of the vessel in hollow landing condition. Maximum axial stress in tension (76 MPa) and maximum axial stress in compresion (51 MPa) are found to occur at the ring frame in the forward part of Section 1. The stress concentration points are shown in Figs. 15 and 16, respectively. Fig. 17 shows the distribution of the maximum axial stresses in x, y and z axes for each lamination of the vessel in hollow landing condition.

Fig. 13. Vertical deection of the hull girder in HL condition.

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Fig. 14. Maximum axial stress by section plot for HL condition.

Fig. 15. Maximum stress concentration plots for HL condition (tension).

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Fig. 16. Maximum stress concentration plots for HL condition (compresion).

Fig. 17. Maximum axial stress by lamination plot for HL condition.

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Fig. 18. Vertical deection of the hull girder in CL condition.

5.2. Crest landing case The deformed plot of the model for the crest landing load case is presented in Fig. 18. Displacements have been increased by a factor of 20 as in the hollow landing case. The maximum vertical deection, of about 22 mm, is observed to occur at the forward end of the vessel. In this case also, the maximum axial (tension and compression) stresses are plotted along each section and lamination scheme of the vessel. High stress concentration points are identifed. Fig. 19 shows the distribution of the maximum axial stresses in x, y and z axes for each section of the vessel in crest landing condition. The maximum axial stress in tension (55 MPa) is found to occur at the line of union of the acomodation deck oor and the hull side in Section 5 (Fig. 20). The maximum axial stress in compresion (37.5 MPa) is observed to occur at the acomodation oor at the centreline in Section 3 (Fig. 21). Fig. 22 shows the distribution of the maximum axial stresses in x, y and z axes for each lamination of the vessel in hollow landing condition.

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Fig. 19. Maximum axial stress by section plot for CL condition.

Fig. 20. Maximum stress concentration plots for CL condition (tension).

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Fig. 21. Maximum stress concentration plots for CL condition (compresion).

Fig. 22. Maximum axial stress by lamination plot for CL condition.

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Table 6 Change in ply orientation Item Biaxial bre DB170 Core Biaxial bre DB170 Original orientation (frames) 45 45 Proposed orientation (frames) 0 0

Fig. 23. Maximum axial transverse stresses by lamination/hollow landing.

Fig. 24. Maximum axial transverse stresses by lamination/crest landing.

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5.3. Optimisation study From both load cases, it can be seen that the maximum vaules of axial stress occurs in the frames (transvese axial stresses (SX) in tension). The greatest occuring in the hollow landing case. In order to observe the global behaviour, a study has been performed by changing the ply orientation. The change in the ply orientation, shown in Table 6, was applied to the frames lamination scheme, in the nite element model. The model is then again solved for crest and hollow landing load cases. The maximum transverse stress (SX) in the frames for the hollow landing and crest landing cases is found to reduce by 34% and 21%, respectively, as shown in Figs. 23 and 24. Through out the remainder of the structure only minor changes, less than 5%, were achieved, hence the plots are not presented.

6. Conclusions A full, 3-D shell element, model of a small composite catamaran is created using ANSYS 6.0. The SHELL99 3-D shell element is satisfactorily tested and used to model laminated composite structures. MASS21 nodal mass element is used for modelling concentrated and distributed items of the ship weight. The applications of two quasi-static slamming load cases according to the DNV HSLC (1999) rules, hollow landing and crest landing, were studied. Both load cases were solved under a static linear approach using ANSYS 6.0. Deection and stresses along the hull are studied to check the integrity of the vessel structure. High stress concentration points were highlighted and changes in lamination schemes were trailed and maximum stress values were signicantly reduced.

Acknowledgements The rst author gratefully acknowledges the Australian Maritime College Council for awarding the Tom Fink Scholarship 2002 to carry out this investigation. The authors wish to thank Crowther Multihulls and Alwoplast S.A. for providing the information required to carry out this investigation.

Appendix A A.1. Stiened panel deections See Chattopadhyay et al. (1993), Tables 7 and 8, Figs. 2528.

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Table 7 Geometry of the problem Geometry of the panel Length (m) Width (m) Geometry of the stiener Height (m) Thickness (m) 0.02540 0.02540

0.00254 0.00025

Table 8 Lamination schemes of the problem Name I-a II III Panel [0/0] [90/0/90] [0/90/0/90] Stiener [90/90] [90/0/90] [0/90/0/90]

Fig. 25. Description of the problem.

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Fig. 26. Results, lamination I-a.

Fig. 27. Results, lamination II.

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Fig. 28. Results, lamination III.

A.2. Shell deections See Wung (1997), Tables 913, Figs. 2931.
Table 9 Material properties of the problem Ex (N/m2) Ey (N/m2) Ez (N/m2) Gxy (N/m2) Gxz (N/m2) Gyz (N/m2) Prxy Prxz Pryz Thickness (m) Table 10 Load UDL 620:5 kN=m2 1:32E 11 1:08E 10 1:08E 10 5:65E 09 5:65E 09 3:38E 09 0.24 0.24 0.49 0.000127

Table 11 Geometry of the problem Geometry r (m) h (degrees) l (m) t (m) 7.62 40 15.24 0.0762

R. Ojeda et al. / Ocean Engineering 31 (2004) 901929 Table 12 Material properties of the problem Material Properties E1 (N/m2) E2 (N/m2) E3 (N/m2) G12 (N/m2) G13 (N/m2) G23 (N/m2) Pr12 Pr13 Pr23 13:4E 9 336:1E 6 336:1E 6 201:7E 6 201:7E 6 168:1E 6 0.25 0.25 0.25

925

Table 13 Lamination scheme of the problem Lamination scheme [0 0 0 45 45 90 90 90 45 45 0 0 0]

Fig. 29. Description of the problem.

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Fig. 30. Lateral deection.

Fig. 31. Vertical deection.

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A.3. Plate moments See Chen and Lui (1990), Tables 1416, Figs. 32 and 33.
Table 14 Geometry denition of the problem Geometry Denition a=b a=h 1 10

Table 15 Geometry of the problem and load Model Geometry a (m) b (m) h (m) Load qo (N/m2) 0.127 0.127 0.0127 68:9E 3

Fig. 32. Description of the problem.

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Table 16 Material properties of the problem E1 (N/m2) E2 (N/m2) E3 (N/m2) G12 (N/m2) G13 (N/m2) G23 (N/m2) Pr12 Pr13 Pr23 13:4E 9 336:1E 6 336:1E 6 201:7E 6 201:7E 6 168:1E 6 0.25 0.25 0.25

Fig. 33. Moment results.

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Chattopadhyay, B., Sinha, P.K., Mulkhopadhyay, M., 1993. Finite element analysis of blade-stiened composite plates under transverse loads. Journal of Reinforced Plastics and Composites 12 (1), 76 100. Chen, W.C., Lui, W.H., 1990. Deections and free vibrations of laminated plates-Levy type solutions. International Journal of Mechanical Sciences 3 (9), 779793. DNV, 1999. Rules for classication of high speed and light crafts. Det Norske Veritas rules. Hughes, O., 1997. Two rst principles structural designs of a fast ferry all-aluminum and all-composite. FAST 97.

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Kastak, D., 1998. Finite element model of a 7.9 m training/research vessel-Educat Report 98/2, AMECRC, IR. Morris, J.A., 1991. A three dimensional structural analysis of a large wave piercing catamaran design. IMAS 91 High Speed Marine Transportation. Olbjrn, E.H., Hughes, C.T., Govindasamy, B.N., 1991. Classication of high-speed marine transportation with particular emphasis on structural strength. IMAS 91 High Speed Marine Transportation. Pettersen, ., Wiklund, K.M., 1999. Det Norske Veritas requirements for direct calculation methods of high speed and light craft. FAST 99. Wung, P.M., 1997. Laminated composite structures by continuum-based shell elements with transverse deformations. Computers & Structures 62 (6), 10731090. Yakimo, P., 1997. State-of-art computer simulation for structural analysis of high speed catamarans. FAST 97.