荆腾, 吴梵, 张二, 张宇晨. 环壳过渡对潜艇锥-锥结构极限承载能力的影响[J]. 中国舰船研究, 2020, 15(4): 46-52. DOI: 10.19693/j.issn.1673-3185.01645
引用本文: 荆腾, 吴梵, 张二, 张宇晨. 环壳过渡对潜艇锥-锥结构极限承载能力的影响[J]. 中国舰船研究, 2020, 15(4): 46-52. DOI: 10.19693/j.issn.1673-3185.01645
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JING Teng, WU Fan, ZHANG Er, ZHANG Yuchen. Effects of toroidal transition on ultimate bearing capacity of submarine cone-cone connection structures[J]. Chinese Journal of Ship Research, 2020, 15(4): 46-52. DOI: 10.19693/j.issn.1673-3185.01645
Citation: JING Teng, WU Fan, ZHANG Er, ZHANG Yuchen. Effects of toroidal transition on ultimate bearing capacity of submarine cone-cone connection structures[J]. Chinese Journal of Ship Research, 2020, 15(4): 46-52. DOI: 10.19693/j.issn.1673-3185.01645
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环壳过渡对潜艇锥-锥结构极限承载能力的影响

Effects of toroidal transition on ultimate bearing capacity of submarine cone-cone connection structures

    摘要
  • 摘要:
      目的  运用有限元方法研究环壳过渡对锥-锥结构极限承载能力的影响。
      方法  采用弧长法分别计算无初始几何缺陷及含一阶模态变形初始缺陷的锥-环-锥及锥-锥连接结构的极限承载能力，分析其破坏模式，通过对比，得出环壳过渡对不同锥角的锥-锥结构极限承载能力的影响规律。
      结果  结果表明，当环壳右侧锥壳的半锥角较小时，锥-环-锥与锥-锥结构舱段的破坏发生在环壳左侧锥壳壳板，前者的极限承载能力优于后者，且含模态变形初始缺陷的锥-环-锥结构的极限载荷比无初始几何缺陷时下降了12%~13%；随着环壳右侧锥壳半锥角的不断增大，两种结构极限承载能力的差距不断缩小。当右侧半锥角继续增大，结构的破坏区域变为环壳右侧锥壳，锥-环-锥结构的极限承载能力与锥-锥结构保持一致，含模态变形初始缺陷的锥-环-锥结构的极限载荷比无初始几何缺陷时下降了8.8%左右，锥-环-锥结构对左侧锥壳的初始缺陷敏感度相对于右侧锥壳更高。
      结论  研究结果可为潜艇锥-环-锥结构的设计提供参考。

     

    Abstract:
      Objectives  The influence of the toroidal transition on the ultimate load-carrying capacity of ribbed cone-cone connections is studied by finite element methed.
      Methods  The arc length method is used to calculate the ultimate load-carrying capacity of cone-toroid-cone and cone-cone connections without initial geometric imperfections and with initial imperfections of first-order modal deformation respectively. The failure modes are then analyzed. Through a comparison, the influence of the toroidal transition on the ultimate load-carrying capacity of cone-cone connections at different conical angles is obtained.
      Results  The results show that when the cone angle on one side of the large radius is small, the failure of cone-toroid-cone and cone-cone structures occurs in the cone shell plate on the other side of the small radius. The ultimate bearing capacity of the cone-toroid-cone structure is better than that of the cone-cone structure. The ultimate bearing capacity of the cone-toroid-cone structure with initial geometric imperfections of modal deformation decreases by 12%-13% compared with that without initial geometric imperfection. Then, with the increase of the cone angle on one side of the large radius, the difference between the ultimate bearing capacity of the two structures decrease gradually. When the cone angle continues to increase, the damage area of the structure becomes a cone shell on the other side of the large radius. The ultimate bearing capacity of the cone structure is consistent with that of the cone-cone structure, the ultimate bearing capacity of cone-toroid-cone structures with initial imperfections of modal deformation decreases by about 8.8% compared with those without initial geometric imperfections, and the sensitivity of the cone-toroid-cone structure to the initial imperfections of the small radius cone shell is higher than that of the large radius cone shell.
      Conclusions  The results of this research can provide references for the design of cone-toroid-cone connection structures for submarines.

     

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