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Home » 成功案例 › 船舶海洋  
 
 SMIT Engineering
 
• Ability to model ship's structure quickly
• Fast design-analysis iterations permit
  consideration of alternate solutions

 资料下载
 Raising the Tricolor
 Solid Edge, Femap and NX Nastran play an
 important role in planning the recovery of
 wrecked ships
 
   Femap Customer References
   Allseas Group S.A.
Femap lets us prepare analysis models quickly, and present the results quickly.
海洋管道/平台安装船……
   Predictive Engineering
The American Bureau of Shipping recently certified a submarine solely on the basis of finite element analysis and strain sensor testing
Submarine certification is an FEA first……
 
Engineering support in the marine environment
SMIT Internationale N.V. is a Dutch company with 165 years experience in the maritime industry and 30 offices around the world. SMIT’s services are divided into four divisions: SMIT Harbor Towage, SMIT Terminals, SMIT Salvage and SMIT Transport & Heavy Lift. SMIT Engineering is a shared resources division, providing assistance to all divisions within the company.
SMIT Engineering’s work includes design and engineering calculations for recovery and towing operations, such as the recovery of the Tricolor, a ship that was lying in the English Channel along a prominent shipping route, and the Kursk, the Russian nuclear cruise missile submarine that was lost with its entire crew when it sank in the Barents Sea in 2000. The Solid Edge® design program, the Femap® pre- and post-processor and the NX® Nastran finite element analysis (FEA) solver from Siemens PLM Software play a critical role in these efforts.
Working fast to limit damage
Marine recovery work often has a sense of urgency – to limit the impact on the environment, to limit damage to the ship and cargo or to remove the potential for damage to other ships. “In this line of work you can find yourself sitting on an airplane heading off to the opposite side of the world at a moment’s notice,” says William Looijschelder, an engineer in the project management division at SMIT Engineering. The Tricolor recovery had to be done as quickly as possible because it held a danger for other vessels along an important route into the Amsterdam harbor, plus it was leaking oil.
The Tricolor, a car carrier, sank after colliding with a container vessel. “The biggest question with the Tricolor was how many pieces the ship had to be cut into,” explains Looijschelder. Fewer pieces meant that the vessel could be removed quicker, but also that the loads would be heavier. The structure of the ship had also been greatly damaged by two ships that run into the sunken vessel.
Modeling ships with thin wall elements
As with ships in general, the frame of the Tricolor had great stiffness along the length of the vessel, but only limited transverse and torsional stiffness. This was critical factor in the recovery calculations because the ship was lying on its side in the channel. “We have been using Femap for the past ten years to quickly formulate these types of calculations,” Looijschelder says.
The ship’s structure was modeled in Femap with calculations done as thin wall elements, which was much more efficient than using volume elements. Solid Edge will be used to do this modeling in the future, however. “We don’t do it yet, but ship structures will also be modeled in Solid Edge to provide as complete an overview of recovery as possible,” Looijschelder notes. “The value of promptness cannot be underestimated in this sector. Femap and Solid Edge play a vital role in this.” Since 2007, the company has been using NX Nastran as its FEA solver.
SMIT Engineering recognizes that the 3D modeling capacity of Solid Edge is an enormous improvement over its previous CAD software, Microstation. The most important advantage of Solid Edge is the ability to quickly develop and calculate alternate solutions. Another advantage is that it allows the company to provide clients with better presentations. “Clients can now gain much better insight into rescue operations through an animated presentation,” Looijschelder says. Solid Edge also allows for parts lists to be drawn up more efficiently. A further argument in favor of Solid Edge is that it is easier to find external personnel who can use it, compared to Microstation.
Recovery considerations
“The frame of a ship that is on its side and that cannot be floated will have weakened to such an extent that it would not be capable of withstanding the lifting force,” Looijschelder explains. SMIT engineers had to design a structure that would be attached to the vessel to strengthen it. Bridges had to be placed over the frame so that the lifting cables, which had to be fitted around the frame, would not crack the vessel while it was being lifted, further weakening it.
The engineers had to make precise estimations of the mass distribution over the length of the vessel. The available lifting capacity determined the mass of the pieces that could be tackled. The suction from the sea bottom also had to be accounted for. Once the segments were out of the water, liquid drained from the segments and the various tanks and changes in the mass distribution had to be calculated again to guarantee the stability of the lifting equipment and the floating barges. “We had to develop auxiliary structures for the lifting operation, which had welded onto the wreck. We also had to design hoisting hooks that had to distribute the lifting force between the lifting points,” Looijschelder adds.
The Tricolor was one of the biggest wrecks ever to be recovered. It was decided to cut the wreck into nine pieces that would be lifted onto barges and then transported to a scrap site in Zeebrugge, Belgium.
 
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